2009 ATRA Seminar Manual

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2009 TECHNICAL SEMINAR

Our Goal is

YOUR Success!



© 2009 ATRA. All Rights Reserved

Intro i

2009 TECHNICAL SEMINAR

Our Goal is

YOUR Success!



© 2009 ATRA. All Rights Reserved.

Introii

This manual has been developed by the Automatic Transmission Rebuilders Association(ATRA) Technical Department to be used by qualied transmission technicians in

conjunction with ATRA’s technical seminars. Since the circumstances of its use are

beyond ATRA’s control, ATRA assumes no liability for the use of such information or any

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 manufacturer’s recommendations. ATRA recommends only

qualied transmission technicians perform the procedures in this manual.

This manual contains copyrighted material belonging to ATRA. No part of this manual

may be reproduced or used in any form or by any means — graphic, electronic or

mechanical, including photocopying, recording, electronic or information storage and

retrieval — without express written permission from the ATRA Board of Directors.

Public exhibition or use of this material for group training or as part of a school

curriculum, without express written permission from the ATRA Board of Directors is

strictly prohibited.

ATRA and the ATRA logo are registered trademarks of the Automatic Transmission

Rebuilders Association.

Portions of materials contained herein have been reprinted with permission of GeneralMotors 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.

The Automatic Transmission Rebuilders

Association2400 Latigo Avenue

Oxnard, CA 93030

Phone: (805) 604-2000 Fax: (805) 604-2005

http://www.atra.com




Intro iii

Dennis Madden

Chief Executive Ofcer

Dennis Madden,

ATRA, CEO

Congratulations on attending ATRA’s 2009 Technical Seminar!

These days, many shops are devoting more of their time to learning marketing and man-

agement techniques; concepts and practices designed to help shops bring more custom-

ers in the door.

That’s important — we can’t stay in business without customers. But bringing ’em in the

door is only half the job: It doesn’t mean a thing unless you have the skills and training

to get ’em back out again.

That’s what the ATRA Technical Seminar program is all about: It’s designed to provide

you with the latest information and training, to help you x today’s transmission

problems. So you can get ’em out the door again, with their transmissions working like

new. Because that’s what’ll keep ’em coming back… again and again.

So, on behalf of the ATRA staff and the ATRA Chapters that have worked so hard to put

this program together, I’d like to welcome you, and thank you for doing your part to keep

our industry strong. We hope you have a wonderful day, and a terric learning

experience.




Introiv

Lance Wiggins

Technical Director

The ATRA technical department is proud to be celebrating another year serving the

automatic transmission repair industry. Many changes have taken place over the years,

technical training has become an integral part of today’s transmission repair industry.

To that end, ATRA is pleased to present its 2009 Technical Seminar. Packed with

countless hours of research, this year’s seminar will stand out as one of the mostdemanding and useful technical training programs ever developed for this industry.

With over 240 pages of up-to-the-minute technical information, the 2009 Technical

Seminar Manual will remain a valuable resource long after the seminar is just a

memory.

We’re condent that you’ll nd this year’s seminar presentation and technical manual

both informative and protable. In fact, we’re so sure you’ll be satised with what you

learn in this program, we guarantee it!

On behalf of the entire ATRA staff, the international board of directors, and all of the

ATRA members worldwide, we’d like to thank you for your continued support.

Lance Wiggins

ATRA Technical Director




Intro v

ATRA Technical Team

Pete Huscher

Technical Advisor

David Skora

Senior Technician

Mike Brown

Technical Advisor

Randall Schroeder

Senior Technician

and Seminar Speaker

Steve Garrett

Technical Advisor,

Seminar Speaker,

Service Engineer

Bill Brayton

Technical Advisor,

Seminar Speaker

Mike Souza Technical Advisor,

Seminar Speaker

Jon Rodriguez Technical Advisor




Introvi

Chief Executive Ofcer: Dennis Madden

GEARS Managing Editor: Rodger Bland

GEARS Magazine: Frank Pasley

Jeanette Troub

Events Manager: Vanessa Velasquez

Event Services: Kim Paris

Director of Membership

and IT Services: Kelly Hilmer

Membership Department: Kim Brattin

Deon Olmos

Jim Spitsen

Accounting Manager: Jody Wintermute

Accounting Department: Rosa Smith

Valerie Mitchell

Bookstore Manager: Shaun Velasquez

ATRA Bookstore: Ron Brattin

ATRA Staff




Intro vii

ATRA would like to thank the followingcompanies for their continued support!




Introviii

Table of Contents

GM4T40/45E

TCC Surge ..................................................................2

Reverse Input Clutch Wave Plate .................................3

Intermediate/4th Clutch Cushion Springs ..................4

Direct Clutch Material ................................................5

Spacer Plate ................................................................6

4T65E

Case Cover Dowels (Channel Plate) .............................7

Sprocket Support ........................................................8

4T80E

TCC Buzz Noise ..........................................................96T40/45E

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

4L60E

Erratic TCC Surge, Cycling .......................................12

5L50/6L50

Shift to Park Message ...............................................13

6L50/80/90

TCC Noise and/or Vibration ......................................14

No Forward Movement ..............................................15

Clutch Shudder Condition ........................................16

Ticking and/or Rattling Noise ...................................17

P1875 .......................................................................18

Low Sprag Update .....................................................19

Delayed Engagement, Reverse Drain Down, Delay .....20

Spacer Plate and Valve Body Spring Update ..............21

P1825, P182E, P1915 ...............................................22

P0751 .......................................................................24

2-3 Shift Concerns ....................................................26

LCT 1000

Fluid Leaks from the Vent .........................................27

Fluid Leaks from the Bell housing Area .....................28P0872, P1711 ...........................................................29

Shift Concerns, Erratic Operation .............................31

Multiple DTC’s, Erratic Operation, Bad TCM .............32

Neutrals while Driving, No Reverse, P0877, P2723 ....33

P0658, P2670, Transmission Stuck ..........................35

in Neutral, No Reverse

Pump Seal ................................................................37

T1, T2, T3, and T6 Torrington Bearing ......................38

DTC’s for 2009 Model Year ........................................39




Intro ix

Table of Contents

Ford AWF-21B

Solenoid Identication and Locations ........................44

Pressure Regulator Valve Adjustment .......................45

Upper Valve Body Valve Description ..........................46

Lower Valve Body Valve Description..........................47

Middle Valve Body ....................................................48

Upper Valve Body Top Side .......................................50

Upper Valve Body Check Valve Locations ..................51

Lower Valve Body Check Valve Locations ..................52

Accumulator Piston and Spring Location ..................536F50

O/D Piston Return Snap Ring Removal .....................54

Direct Clutch Return Snap Ring Removal ..................56

Intermediate Piston Return Snap Ring Removal ........58

Reverse Piston Return Snap Ring Removal ................59

Specications ...........................................................60

4R70W/4R70/75E Interchange Information

Anti-Rattle Spring .....................................................62

Center Support .........................................................63

Forward Drum ..........................................................64

Intermediate Mechanical Diode Sprag .......................65Harness Connector Changes .....................................66

Stator Support ..........................................................67

Planetary ..................................................................68

Sun Shell and Forward Sun Gear ..............................69

Pump Body ...............................................................72

Ring Gear .................................................................73

Output Speed Sensor ................................................74

Throttle Actuator Control ..........................................75

Torqshift

Low/Reverse Planetary Gear Set Interchange ............76

ALL Ford’s

Erratic Speedometer Reading while Sitting Still .........78




Intro x

Chrysler

Table of Contents

68RFE

Introduction .............................................................90

Clutch Operation ......................................................91

Oil Level ...................................................................92

Mopar +4 ..................................................................93

Pressure Testing Ports ..............................................94

Pressure Specications .............................................96

Diagnostic Specications ..........................................97

Verication Process...................................................99

Scan Tool Acronyms ...............................................100

Quick Learn Procedures ..........................................101

Drive Learn Procedures ...........................................102

Test Tools ...............................................................106

Code Descriptions ...................................................108

Module and Connectors ..........................................110

Power and Ground Circuits .....................................111

Range Sensor ..........................................................112

Sensor Circuits .......................................................113

Understanding Clutch Volume Index ......................114

Pressure Switch Wiring ...........................................116

Pressure Switch Specications ................................117Shift Solenoid Control .............................................118

Oil Pump Valve Description ....................................120

Upper Valve Body ...................................................121

Lower Valve Body ....................................................123

Front and Rear End Play .........................................124

Measuring Output Shaft Endplay ............................125

Bearing Location and Position .................................126

Specications .........................................................127

AS68RC

Specications .........................................................128

Identication ..........................................................129Clutch and Band Application Chart ........................130

Solenoid Description and Operation ........................131

Service Information .................................................132

Pressure Specications and Tap Locations ..............133

Overhaul Tips .........................................................134

B2 Brake Piston ......................................................135

Checking Clutch Travel ...........................................136

Accumulator Identication and Location .................137

Solenoid, Pressure Switches and Valve Body ...........138




Intro xi

Table of Contents

4X4ALL

Noise and Vibration ................................................146

4WD Identication ..................................................147

Crow Hopping .........................................................148

Diagnostic Checks ..................................................149

GM Electronic 4X4 System Diagnosis ......................154

ITM 3e AWD System

Introduction ...........................................................159

Components ...........................................................160




Intro xii

Table of Contents

ToyotaU250E

Description .............................................................172

Solenoid, Clutch, Brake, and One Way Application .173

Centrifugal Fluid Pressure Canceling Mechanism ....174

Solenoid Identication and Locations ......................177

Pressure Regulator Setting ......................................178

Valve Body Identication.........................................179

Large Check Ball Locations .....................................183

Small Check Ball Locations .....................................184

Check Valve Locations ............................................185Accumulator Piston and Spring ID and Location .....186

SL and SLT Solenoid Description ............................187

DSL, S4 and SR Solenoid Description .....................188

ECM Inputs and Outputs ........................................190

ECM Basics ............................................................191

Solenoid Codes .......................................................192




Intro xiii

Table of Contents

Mercedes722.9

Introduction ...........................................................196

Limp Mode ..............................................................197

Electronic Control Components...............................198

Shift Sequences ......................................................200

Fluid Level Float Function ......................................201

Speed Sensor Function ...........................................202

Clutch Component Location and Apply Chart .........203

Torque Converter ....................................................204

Power Flow 1st Gear ...............................................205Power Flow 2nd Gear ..............................................206

Power Flow 3rd Gear ...............................................207

Power Flow 4thGear ................................................208

Power Flow 5th Gear ...............................................209



Power Flow Reverse Gear “S” Mode .........................212

Power Flow Reverse Gear “C” Mode .........................213

Vehicle Towing and Fluid Types ..............................214

722.6

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




Intro xiv




Intro xv

Contact Bob Sorenson(507) 359-1197

or

Email

[email protected]




General Motors 1

4T40/45E TCC Surge ..................................................................2

Reverse Input Clutch Wave Plate .................................3

Intermediate/4th Clutch Cushion Springs ..................4

Direct Clutch Material ................................................5

Spacer Plate ................................................................6

4T65ECase Cover Dowels (Channel Plate) .............................7

Sprocket Support ........................................................8

4T80E TCC Buzz Noise ..........................................................9

6T40/45ENo and/or Hard Shifts ..............................................10

4L60EErratic TCC Surge, Cycling .......................................12

5L50/6L50Shift to Park Message ...............................................13

6L50/80/90 TCC Noise and/or Vibration ......................................14

No Forward Movement ..............................................15

Clutch Shudder Condition ........................................16

Ticking and/or Rattling Noise ...................................17P1875 .......................................................................18

Low Sprag Update .....................................................19

Delayed Engagement, Reverse Drain Down, Delay .....20

Spacer Plate and Valve Body Spring Update ..............21

P1825, P182E, P1915 ...............................................22

P0751 .......................................................................24

2-3 Shift Concerns ....................................................26

LCT 1000Fluid Leaks from the Vent .........................................27

Fluid Leaks from the Bell housing Area .....................28

P0872, P1711 ...........................................................29Shift Concerns, Erratic Operation .............................31

Multiple DTC’s, Erratic Operation, Bad TCM .............32

Neutrals while Driving, No Reverse, P0877, P2723 ....33

P0658, P2670, Transmission Stuck ..........................35

in Neutral, No Reverse

Pump Seal ................................................................37

T1, T2, T3, and T6 Torrington Bearing ......................38

DTC’s for 2009 Model Year ........................................39

Table of ContentsGM




2General Motors

Some A Body cars (Cobalt, Ion and G5) customers may experience a TCC surge or

Chuggle when the transmission is in 3rd or 4th gear.

A new calibration has been released to address this concern on 2007 and 2008

applications.

4T45ETCC Surge




General Motors 3

2008 Reverse Input Clutch Wave Plate: The reverse input clutch wave plate changed from 8 teeth to 16 teeth. The change is

designed to help prevent the wave plate from moving and cutting into the drum.

Increasing the number of teeth reduces the stress on the drum splines. This update will

back service previous year applications. The updated part number for the wave plate is

24243005.

4T40/45EUpdates




4General Motors

4T40/45EUpdates (continued)Intermediate/4th Servo Cushion Spring:A 3rd design updated servo cushion spring is now available. The update is a single

spring design and will back service previous applications with the 1st design single

spring or the 2nd design two piece spring assemblies. The new spring has a larger out-

side diameter. The spring is available in Kit 24245771.




General Motors 5

4T40/45EUpdates (continued)Direct Clutch MaterialA change occurred to the material that comprises the direct clutch friction plates. The

“High Energy” material is designed to signicantly improve direct clutch life. The update

is only for 2008 applications. The update includes the following changes:

Direct clutch friction discs: The discs are made of a different material and can be•

identied by the metallic specks imprinted into the friction lining.

The spacer plate was changed: The orice feed for the clutch was changed from•

2.45mm to 2.15mm.

The plate can identied by the notch pattern and part number on the plate.•

TCM Calibration: An updated calibration was required for this change•

For 2008 applications the parts are available in kits.

Non Hybrid: 24247457

Hybrid (BAS):24247456

If the kit is installed the updated calibration is also required




6General Motors

4T40/45EUpdates (continued)

The spacer plate was changed: The orice feed for the clutch was changed from 2.45mm

to 2.15mm. The plate can identied by the notch pattern and part number on the plate.

Spacer Plate




General Motors 7

4T65EUpdatesCase Cover Dowels (Channel Plate) The dowels on the channel plate were updated to spring pin design. If a replacement

channel plate is ordered it will come with the updated design dowel pins. The new pins

are press t into the case and should not fall out during overhaul or service.




8General Motors

Some technicians have inquired regarding the nish on the inside diameter of the driven

sprocket support (P/N 24209098). It appears that the cross hatch is rough and

concerns have been raised regarding the life expectancy for the input housing seals.

GM Powertrain engineering has stated that the cross hatch seen in the picture below is

normal and should not raise durability concerns for the seals.

In addition many technicians have inquired regarding the proper position for the 4th

clutch piston in the driven sprocket support housing.

Engineering had the vendor for the piston stamp a “V” mark in the piston so it could be

properly oriented in the housing. The piston should be placed in the housing as shown.

4T65ESprocket Support




General Motors 9

4T80E

Some Cadillac DTS (K Body) customers may comment that they hear a TICK or BUZZ

type noise coming from the dash area. Generally this noise will be present when TCC is

applied and will diminish or disappear completely when TCC is released.

Use your scan tool to verify that the noise is present when TCC is applied. The cause of

the noise is the TCC solenoid pressure pulsations that are being transmitted into the

passenger compartment via the shifter cable.

The pressure pulsations are considered NORMAL. The best way quiet the noise is to

install a cable dampener on the shift cable. The cable dampener is sold under partnumber 20778626.

IMPORTANT: Install damper onto the shifter cable next to the adjuster if possible. Make

certain the dampener does not come into contact with the body, shifter, or any other ve-

hicle components or it will be unable to dampen the noise successfully.

TCC Buzz Noise




10General Motors

Some customers with Z body (Malibu, G6, Aura) 6T40 applications may experience any

or all of the following conditions:

SES light on•

Engine may/may not start•

Transmission may exhibit hard shifts•

Transmission may not shift•

I/P cluster may not operate or may operate intermittently •

Scan tool may or may not be able to communicate with the Transmission Control•

Module

DTC’s may be set, these may include any or all of the following in any combination.•

P150C, U0073, U0100, U0100-7F, U0100-75, U0101, U2106, C0561 (Communica-

tion Error DTC’s) or P0700 (Transmission DTC set)

You may nd that in addition to communication problems, the TEHCM (TCM) may•

not function correctly or it may fail to function at all. Diagnosis will lead you replace

the TEHCM (TCM)

Several items may cause the concern including:

The high speed LAN circuits may be shorted to ground•

The cooling fan may be developing a voltage spike•

6T40/45ENo and/or Hard Shifts




General Motors 11

6T40/45ENo and/or Hard Shifts (continued)Inspect the ECM/PCM harness (Circuits 2500,2501,5060) for damage. Typically the

harness is rubbing at the strut tower area. Repair the harness and tie the harness

back so it can no longer rub.

If the TEHCM (TCM) is not functioning it may have been damaged by a voltage spike

from the engine cooling fan. Replace the TEHCM (TCM). The updated GM TEHCM (TCM)

utilizes a de-spiking circuit to prevent damage to the controller.




12General Motors

2006-07 S/T truck applications (Rainier, Colorado, Trailblazer, Canyon, Envoy, H3,

or 9.7X) may experience a condition where the engine tends to surge while at cruising

speeds with the throttle held steady. This condition may be worse on rough roads.

Upon inspection the technician will typically be unable to nd a cause for the condition.

No DTC’s will be set and the condition may be difcult to duplicate. If the technician is

able to duplicate the concern, he/she should monitor the TCC command status and the

engine misre counters. He/She will notice the misre counters when the TCC is being

commanded OFF. If this condition is present attempt to isolate the cause of the misre.

If the cause cannot be isolated, an updated PCM program is available to address the

concern. The updated program changes the misre diagnostic programming.

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

applies to 1996-current model vehicles.

4L60EErratic TCC Surge, Cycling




General Motors 13

5L50/6L50Shift to Park MessageSome 2004 and later Cadillac XLR and XLR-V models may display a “Shift to Park”

message on the Driver Information Center (DIC) even though the vehicle is actually in

the park position. In addition the auto door lock feature may not function and the

ignition key may not move all the way to the off position.

Several items can cause this concern including:

Shifter Cable Adjustment: The cable should be adjusted with the shifter in the park•

position. Verify the shifter is in park, and that the parking pawl is engaged. Release

the cable adjuster lock and allow the cable to relax. Re-seat the cable adjuster lock.

Secondary Park Switch: Verify the transmission IMS operation with your scan tool. If•

the IMS is operating correctly inspect the secondary park switch. The secondary park

switch is located on the right side of the shifter and is an input to the BCM so you

will need to monitor BCM data to check the operation of the switch.




14General Motors

Some customers may notice a boom, vibration, or noise when TCC is applied in Cadillac

DTS application.

The cause of the concern is engine ring pulses that are being transmitted through the

drivetrain. To correct the condition an updated calibration has been released that raises

the TCC apply speed approximately 10 mph.

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

6L50TCC Noise and/or Vibration




General Motors 15

The clutch housing was updated to address a NO Forward condition. This concern could

happen without notice. Upon inspection, the technician will notice the snap ring has

popped out of the housing. To address the concern the housing was updated.

In addition, the 3-5R waved plate and the 1-2-3-4 wave plate were updated. The 3-5 R

wave plate changed from 12-18 teeth. The 1-2-3-4 wave plate changed from 9-18 teeth

This update was implemented for the mid 2007 model year as an interim 07 change.

Service for the updated housing require that clutch travel be checked.

3-5-R wave plate # 24239828•

1-2-3-4 wave plate # 24239615•

Selective snap rings #2440194 – 24240201•

Clutch housing kit, Housing and selective snap rings # 24241232•

•

The updated housing, wave plates and snap rings will back service previous modelapplications.

6L80

1-2-3-4/3-5-R Clutch Housing

No Forward Movement




16General Motors

An update occurred to the Low/Reverse clutch friction plates to address a clutch

shudder concern. The material was changed and it is being sold as part # 24235460. If

the updated clutch discs are installed, a calibration update is required for 2006-2007

applications.

6L80Clutch Shudder Condition

Low/Reverse Clutch Plates




General Motors 17

The 2-6 friction discs were updated to address a Ticking/Rattling Noise issue. The

groove pattern changed from an X shaped pattern to radial grooves in the material. The

updated parts will back service previous model year applications. The updated discs are

available under part #24240221

6L80Ticking and/or Rattling Noise

2-6 Clutch Friction Material




18General Motors

The IMS update was completed as a mid 2007, interim 2007 update. Oxidation was

forming on the contacts, leading to contact resistance, which may result in a P1875

DTC. The updated IMS added additional nickel plating to the contacts and changed the

lead frame to stainless steel to reduce the contact resistance. The updated IMS will back

service previous applications and is available under part # 24246427

6L80

IMS Out of Range

P1875




General Motors 19

6L80

The low sprag was updated as a mid 2007, interim 2007 change. The update design

changed the number of sprag elements from 30 to 38. The updated design will back

service early 2007 and all 2006 applications. The updated sprag is available as a kit

under part #24248957

Low Sprag Update




20General Motors

This update occurred at start of production (SOP) for the 2008 model year. Clutch

piston capacity was reduced by 20% for the 1-2-3-4/3-5 Reverse clutches. This updated

piston is designed to limit the amount of oil volume required to stroke the

piston. The update also required a calibration change so it will not currently back

service 2006-07 applications.

The piston and the seals were updated and communized between cars and trucks for

this concern.Parts are available under the following part numbers:

2006-07 3-5 Reverse Clutch Piston #24234213•

2008-09 3-5 Reverse Clutch Piston #24238696•

2008-09 1-2-3-4 Clutch Piston # 24238700•

2008-09 Seal kit for 1-2-3-4/3-5 Reverse drum #24243898•

2006-07 Seal kit for 1-2-3-4/3-5 Reverse drum (CAR) #24248576•

2006-07 Seal kit for 1-2-3-4/3-5 Reverse drum (TRUCK) #24248578•

6L80

3-5 Reverse Clutch Piston Capacity Reduction

Delayed Engagement, Reverse Drain Down,N-R, P-R Delay




General Motors 21

6L80

The spacer plate has undergone multiple changes for this application. The 1st major

change occurred in mid 2007 as a 2007 interim change. The spacer plate added an ex-

haust and a parallel path for a lube circuit bleed. The plate can be interchanged between

the 6L50/80/90 applications. The part number used at the time was 24246916.

Additional updates were performed to the plate as a mid 2008, interim 2008 change.

These changes were designed to address the P0751 DTC that commonly sets. In addition

to the plate upgrade, a 2009 update occurred in July 08 to the lower valve body springs

as the second part of the update to address the P0751. The spring load on the clutch

select valves #2 and #3 were lowered. This allowed the select valves to move at a lowerpressure reducing the tendency of the P0751 to set. The clutch select valves springs are

not available individually.

The updated valve body and spacer plates will back service previous model year

applications if used together.

Updated part number:

Spacer plate #24245720•

Lower valve body with spring updates # 24250384•

Spacer Plate and Valve Body Spring Updates

Clutch selectvalves #2 and #3




22General Motors

6L50/80/90P1825, P182E, P1915

P1915 generally indicatesthe wrong range wasindicated at one time or

another.

Some customers with Chevrolet, Cadillac, GMC, Hummer, and Pontiac vehicles equipped

with the 6L50, 6L80, or 6L90 transmissions may note any or all of the following DTC’s,

P1825, P182E and/or P1915 are set upon inspection with a scan tool. In addition the

PRNDL display may not function.

The DTC’s will set if the following conditions occur:

P1825 will set if:

IMS range A is Low while in D6 range for more than 8 seconds•

IMS range C is High while in D6 range for more than 8 seconds• IMS range A, B, P are low while in Park range for more than 1 second•

P/N switch indicates park/neutral but the IMS shows a range other than P/N•

IMS indicates a INVALID range for more than 3.25 seconds•

VSS greater than 10 mph•

P0722 or P0723 not set•

P1915 will set if:

The engine speed is greater than 525 RPM for more than 3.25 seconds•

The transmission input shaft speed is greater than 250 RPM•

Transmission output speed less than 90 RPM•

As the shifter is moved the IMS voltage sequence does not follow the designed state.•In other words the IMS range sequence does not correspond in the correct order to

the designated range sequence.

Mode Switch Codes




General Motors 23

If a P1825, P1915 or P182E sets the TCM will:

Command max line pressure•

Turn off all solenoids, resulting in 3rd or 6th gear default depending on the gear the•

transmission was in at the time the DTC set

Freeze shift adapts•

If you have any combination of the DTC’s set inspect the IMS scan values, the scan

values should match the IMS status chart. If the scan values fail to match the IMS sta-

tus chart inspect the circuit wiring. If the status stays HIGH inspect the circuit/IMS for

being open. If the status stays LOW inspect the circuit/IMS for being shorted to ground.P1825 generally indicates an Invalid range sequence was monitored at one timer or an-

other.

If the values match the chart or if the concern is intermittent proceed as follows:

Inspect the shifter cable for damage, kinks, bends and for a binding condition•

Check shifter cable adjustment•

Inspect the shift lever mechanism•

Inspect the rooster comb and detent assembly within the transmission•

Inspect the TCM calibration le for updates. An update was released for 2006-2007•

applications for this concern. Install the calibration update.

Replace the IMS. The IMS internal contacts were updated for this concern in March•2007. This update applies to 2006- 2007 models. Install the updated IMS.

6L50/80/90P1825, P182E, P1915 (continued)Mode Switch Codes




24General Motors

P0751 will set if:

No DTCs P0716, P0717, P0722, P0723, P1915 or P1825 are set•

First gear is commanded.•

Commanded gear slip is equal to or less than 75 RPM for 2 seconds during decel or•

commanded gear is 1st and the gear ratio indicates 4th or slip exceeds 35 RPM for .5-

1.05 seconds.

When in rst gear engine braking, if rst gear ratio is not achieved in a predetermined

period of time and the closest gear ratio detected is fourth, the TCM commands secondgear and if second gear ratio is attained this indicates a stuck OFF SS valve 1 and the

DTC P0751 will set.

Several items may cause the P0751 to set. To diagnose the P0751 proceed as follows:

Inspect the pan for excessive debris•

Inspect the lter for evidence of cracks or holes in the seams and seal area where air•

may leak in

Remove the valve body and inspect the separator plate for debris and for proper•

check ball operation. Inspect the separator plate gasket for evidence of cross leaks

Inspect the clutch select valve 2 bore plug in the valve body for proper size• (11.502mm +/- .004 mm)

Inspect the CBR1/C456 regulator valve for freedom of movement•

Check the TEHCM solenoid operation using the DT47825 as outlined in previous•

ATRA seminars.

Check to see if an updated calibration is available to address the P0751 for your ap-•

plication. As outlined in previous ATRA seminars updated calibrations are available

for 2006-07 applications that exhibit this concern

Install the updated spacer plate designed to address this concern.•

6L50/80/90

Models:

2007-08 MYD, 2008 MYB, MYC, #242457202006-07 MYC #242469162007 MYB #24246917

P0751

SS1 Solenoid Performance, Stuck Off




General Motors 25

6L50/80/90P0751 (continued)

SS1 Solenoid Performance, Stuck Off (continued)

Clutch selectvalves #2 and #3

CBR1/C456regulator valve




26General Motors

A major design change has occurred as a mid 2009, interim 2009 change. The update

includes the grooves and seals that are located on the back of the pump cover. This

update was designed to address 2-3 shift complaints.

A redesign to the pump cover seals and the addition of O-Ring type backup rings were

added to mid production 2009 and later 6L80 applications. The new O-rings t into

updated grooves in the pump cover. The updated seals now utilize anti-rotational tabs.

This updated seals design can only be used in the updated pump cover design.

The seals will not back service unless the pump cover is also changed. Do not intermix

seal and pump cover designs. The parts are available under the following part numbers:

Seal kit for old design pump cover and seals # 2428581•

Seal kit for updated design pump cover with o-ring backup #24248559•

Updated pump cover and seal kit #24248573•

6L802-3 Shift Concerns

1234/3-5 Reverse Clutch Pump Cover Seal Update

2009-on2007-2008




General Motors 27

Fluid leaks from the transmission vent when the vehicle is allowed to set overnight or for

extended periods of time. This condition may get worse if the engine is allowed to idle for

extended periods of time before being driven. This condition may also be more

pronounced at ambient temperatures lower than 0°F (-18°C). This concern was

prevalent on 2001-2003 applications.

Lube oil is not draining back into the sump properly. This leads to pressure build up in

the case and pump.

A new vented dipstick has been released to address this concern. GM part #15115171should be used.

LCT 1000Fluid Leaks from the Vent

This notch was added to help preventpressure build up.




28General Motors

LCT 1000Fluid Leaks from the Bell Housing AreaFluid leaking from converter/bell housing area

Fluid may be leaking from two areas:

Torque converter lugs as outline in previous ATRA seminars•

The lower bolts on the bell housing, bolt #109,110.•

Inspect the area for the source of the leak

Replace the converter if the leak is converter related•

Install sealer or copper washers on the bottom bell housing bolts•




General Motors 29

LCT 1000P0872, P1711

Some LCT 1000 applications may set a DTC P0872 and/or P1711. In many instances

the DTC’s may not have been set prior to transmission repair.

To set a P0872 or a P1711 the following must occur

P0872

Engine speed greater than 200 but less than 7500 RPM•

Shift solenoid “E” is commanded into the “OFF” or un-stroked position while pressure•

switch E status remains ON for 2-20 seconds. The amount of time required to set the

DTC depends on the transmission uid temperature. At 0°C the timer is set at 2 sec-

onds while the timer will increment to 20 seconds at -40°C.

P1711 (This DTC was not used on later model applications)

Shift solenoid “E” is commanded from the “ON” position to the “OFF” position.•

Pressure switch E does not reect the change in solenoid/shift valve position•

The amount of time required to set the DTC depends on the transmission uid tem-•

perature. At 0°C the timer is set at 2 seconds while the timer will increment to 10.5

seconds at -40°C.

Several items can cause the DTC’s to set they include:

A crack in the 4WD adapter housing. This allows sand and debris to enter the trans-•mission leading to the stuck shift valve

Dirt or sand enters the transmission during service or overhaul•

Faulty pressure switch manifold or wiring•

Faulty shift solenoid “E”•

Shift valve bore or shift valve are worn or stuck (Check C and E shift valves/bores).•

Inspect C shift valve for cross leaks into E shift valve circuit.

Impoper Valve Body torqing•

Pressure Switch #3 Circuit




30General Motors

Repair:

Replace the 4WD adapter housing if cracked. Diagnosis and repair for this concern•

was covered in earlier ATRA seminars

Replace the uid/lters and ush the cooler lines•

With your scan tool, monitor the pressure switch manifold (TFP) switch status. With•

the key ON engine OFF TFP switches “C,D, and E” should read OFF. Start the engine

TFP switches “C, D and E” should read ON. If the switches read as indicated the TFP

and its wiring are functioning properly. Operate the vehicle in 1st gear, steady state,

TFP switch “C” should read OFF and TFP switch “D” should read ON. TFP switch “E”should change to OFF. If it does not change when steady state 1st gear is achieved

inspect shift valve E for being stuck, shift solenoid E for proper operation and shift

valve C for a cross leak into shift valve E condition.

LCT 1000P0872, P1711 (continued)

Pressure Switch #3 Circuit (continued)

“ E ” S w i t c h

V a l v e




General Motors 31

Some LCT 1000 and 2000 series may experience problems with mainline pressure not

operating as designed. As covered in the 2005 ATRA seminar a modulated main line so-

lenoid (Solenoid G) was added to the transmission for the 2004 model year.

Some transmissions may experience a condition that can cause solenoid G function

improperly or not to function at all, without setting a DTC. This may result in shift feel

concerns. The problem may vary in intensity based on:

System Voltage•

Temperature•

TCM build variations• Solenoid build variations•

Inspect the TCM calibration level. Calibrations that were created between March 2006

and September 2007 ( CC level 44 or 48) could indicate that solenoid G is being

commanded to respond correctly to load, but in fact the main line pressure is not

following the command. This may indicate a possible problem with the calibration

software. It has been found that the TCM may lack the proper “Pull In” solenoid driver

current to properly operate solenoid G.

Verify the base line pressure as well as pressure boost.

Specications:G solenoid On = 85 to 105 psi (590 – 720 kpa)•

G solenoid Off = 105 to 220 psi (721 – 1480 kpa)•

LCT 1000Shift Concerns, Erratic Operation

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

repair the fxed high line pressure

concern with a calibration update.




32General Motors

The LCT 1000 TCM may exhibit various DTC’s and/or operational symptoms (neutral

only, shifting, shift feel, erratic operation). This may include non transmission symptoms

such as speedometer operation that is intermittent, Drivability concerns and/or

Communication concerns.

As discussed in several ATRA seminars in the past, proper ground for the TCM is

imperative. In this instance you may diagnose the cause of the concern as a faulty TCM.

Before replacing ANY TCM always clean and secure the controller grounds. Bad grounds

on the Allison application can cause controller circuit board failure. Solder joint failure

on the circuit board have been traced back to a faulty ground on many TCM’s returned

for warranty or as cores.

LCT 1000 Multiple DTC’s, Erratic Operation, Bad TCM




General Motors 33

Some LCT 1000 and 2000 series transmission may exhibit any/all the following

conditions:

Intermittent or No Reverse operation•

Possible P0877 and/or P2723 set•

Problem may have occurred after a transmission service•

P0877 will set if:

Battery voltage is between 9-18 Volts•

The engine is running• TFT is greater than 32°F (0°C)•

P0708 or P0878 are not set

Park/Neutral or a forward range is selected•

Pressure switch #4 (PS4) remains ON (Closed mechanically or Electrically ON) for•

more than 1 second

P2723 will set if:

Battery voltage is between 9-18 volts•

Turbine speed exceeds 60 RPM•

Output speed is greater than 125 RPM• TFT is greater than 32°F (0°C)•

Ratio calculation indicates the oncoming clutch that is commanded at the time has•

failed to fully apply. This indicates the clutch that is being controlled by Pressure

control solenoid 1 (PCS1) may be stuck off.

P0716,P0717, P0721, P0722, P0877, P0878 are not set•

If a P0877 or P2723 are set the TCM will:

Freeze the shift adapts•

Inhibit TCC•

Illuminate the MIL •

Default to Neutral after the shifter has been moved if other parameters are met (For-•

ward gears possible until the parameters are met)

Default to Neutral (No reverse) after the shifter has been moved•

LCT 1000Neutrals while Driving, No Reverse, P0877,P2723




34General Motors

The root cause of this problem may be the PCS #1 feed orice in the spacer plate may

be plugged. This has been noted when aftermarket spin on lters have been used. Some

lters are wrapped in plastic shrink wrap.

When the lters are wrapped by the equipment at the manufacture, the machine melts

the ends of the wrap together. In some cases pieces of plastic will drop into the lter.

Another cause for this concern is the technician unwrapping the lter. In many cases

the technician will poke his/her nger through the plastic and into the hole in the lter.

Pieces of plastic can drop into the lter which may lead to the concern.

If you suspect this may be the cause for your concern, inspect the spacer plate orices

for contamination. To avoid this concern consider using a lter that is not wrapped in

plastic or check for plastic remnants prior to installing a new lter.

In addition, avoid poking holes in the plastic over the open end of the lter. Allison lter

# 29539579

LCT 1000Neutrals while Driving, No Reverse, P0877,P2723 (continued)




General Motors 35

Some LCT 1000 applications may set a P0658 and/or a P2670 DTC.

The TCM provides voltage to the shift solenoids via a pair of High Side Drivers (HSD)

The HSD has current limiting protection as well a diagnostic routine which is used to set

the following DTC’s, P0658, P0659 (HSD1), and P2670, P2672 (HSD2). HSD2 controls

the voltage for SS1, SS2 and SS3. HSD1 controls the voltage for the modulated main

solenoid (G solenoid) PCS1 and the TCC solenoid.

P0658 will set if: The High Side Driver #1 (HSD1) is commanded ON•

Battery Voltage is between 9-18 volts•

The engine is running•

The TCM detects that the HSD1 voltage is LESS than 6 volts for more than 75 ms•

(Indicates a short to Ground)

If a P0658 sets the TCM will:

Command the transmission to Neutral or 3rd gear after the shift selector is moved•

and other conditions are present

Inhibit TCC•


P2670 will set if:

The High Side Driver #2 (HSD2) is commanded ON•

Battery Voltage is between 9-18 volts•

The engine is running•

The TCM detects that the HSD2 voltage is LESS than 6 volts for more than 75 ms•

(Indicates a short to Ground)

If a P2670 is set the TCM will:

Command the transmission to neutral after the shift selector is moved and other con-•

ditions are present

Inhibit modulated main operation•

Freeze adapts•

Inhibit TCC•


LCT 1000P0658, P2670, Transmission Stuck in Neutral,No Reverse




36General Motors

The most common cause of these DTC’s is metal contamination. One source of the con-

tamination is the Torrington bearing (T3 bearing ) on the P1 sun gear. The bearing fails

due to sun gear machining issues leading to metal contamination. The contamination

may bridge the solenoid terminal to ground on the solenoid frame leading to the DTC.

Inspect the solenoid electrical terminals for metal particulate.

If you nd metal, locate the source of the contamination. In addition you should

consider updating the internal wiring harness. The updated harness has particulate

dams built into the solenoid connectors to prevent bridging concerns from happening. The updated harness part number remained the same as the previous harness.

LCT 1000P0658, P2670, Transmission Stuck in Neutral,No Reverse (continued)




General Motors 37

The pump seal was updated on all LCT 1000 and 2000 applications starting with serial

number 6310831532 transmissions. The updated seal includes an additional dust lip to

prevent foreign material from getting into the interior lip of the seal. The updated seal is

coated with a dry wax for protection. The seal is available under part number 29546682

and will back service earlier applications.

LCT 1000Pump Seal




38General Motors

LCT 1000

Starting with mid 2008 models the T1,T2, T3 and T6 Torrington bearings were updated

for durability reasons. The updated “hardened race” bearings can be identied by the

“BLUE” stripe on the bearing race. The following part numbers are for the updated

bearings

T1 & T6 29539501

T2 29531090

T3 29531095

T1, T2, T3 and T6 Torrington Bearing




General Motors 39

Six new trouble codes were added for the 2009 model year. As with other DTC’s they are

application specic.

The following DTC’s were added:

P0897: Transmission Fluid Deteriorated

P088B: Transmission Fluid Very Deteriorated

P2789: Maximum Adaptive Pressure Limit Reached

P0657: Actuator Supply Voltage 1 Open (Modulated Main High Side Driver 1)

P2669: Actuator Supply Voltage 2 Open (SS1, SS2 SS3, PCS2 High Side Driver 2)

P2772: 4WD Low Switch Performance Problem

LCT 1000DTC’S for 2009 Model Year




40General Motors



Vehicles Supported *

General Motors and Saturn

On-Board Programming (In Vehicle):

1993 and newer GM Powertrain/Body/Chassis flashreprogrammable controllers

1996 and newer Saturn Powertrain/Body/Chassis flashreprogrammable controllers

Off-Board Programming:

1993 and newer GM Powertrain flash reprogrammable

controllers 1996 and newer Saturn Powertrain flash

reprogrammable controllers

Ford, Lincoln and Mercury


1996 and newer Powertrain/Body/Chassis flashreprogrammable controllers


1996 and newer Powertrain flash reprogrammablecontrollers

Chrysler, Dodge, Plymouth and Jeep





Toyota, Scion and Lexus


2001 and newer Powertrain flashreprogrammable controllers

*Hardware supports listed vehicles.Manufacturer ReprogrammingData Subscription(s) Required.

Reprogram

GM, Ford,

Chrysler & Toyota

Vehicle Controllers

Using Your PC!!

FLASH REPROGRAMMING is an important part ofrepairs and tune-ups on most 1996 and newer cars.Many times, Reprogramming is the only way to repair avehicle and eliminate false DTCs. With the EASEUniversal Reprogrammer for GM, Ford, Chrysler &Toyota, you can reprogram a customer’s vehicle - usingthe SAME REPROGRAMMING DATA available to the

dealerships. Don’t miss out on this profitable, andquickly growing market.

Start FLASHING today with EASE!

Features and Benefits

J2534 Compatible - can Reprogram GM, Ford,Chrysler & Toyota controllers - with ONE INTERFACE

A complete Stand Alone System, not just a pass-thruinterface. A total solution with all the Scan Tool

functions you need for reprogramming. No additionalScan Tool is needed - Saving you money

Our exclusive Flash Wizard guides you EASILYthrough the Reprogramming process, includingRelearn Procedures, eliminating the guesswork andcos t l y m is takes , ensur ing a success fu lreprogramming event

No need for a dedicated PC. Use the one you haveand save even more $$$

Off-board Capability allows you the opportunity for

greater income by Reprogramming for neighboringshops with the PCM/ECM out of the vehicle

Versatile interface can be used as a Scan Tool withinexpensive software upgrades

Wireless Model allows Reprogramming away fromthe vehicle - a big time saver

Updates are inexpensive, and a breeze withreprogrammable hardware

Don’t Miss Out!!Over 100 million cars on the road today support FlashReprogramming. Auto Manufacturers are constantlyupdating controller software to solve problems such asfalse DTCs, hesitation, rough idle, emissions problems,hard starting, poor fuel economy and others. Theseproblems plague many 5 to 8 year old cars that are nolonger under warranty. Your competitors are making

thousands of dollars repairing these cars by FlashReprogramming. You should be too!!



This kit allows you to reprogram controllers in the vehic

OEM data subscriptions not included.

J2534-GFC-CBL-PT GM, Ford & Chrysler Powertrain Off-Board Cable Set (11 Cables)

hese cables allow you to reprogram most GM, Ford and Chrysler controllers out of the vehicle.

equires: J2534-ON-KIT-A-C or J2534-ON-KIT-A-W

cludes: GM Powertrain Off-board Cable Set (7 cables); Ford Powertrain Off-board Cable (1 cable);hrysler Powertrain Off-board Cables (3 cables)

System Requirements

To ensure maximum performance and proper operation, a PC is needed with the following minimum requirements:

Windows 2000, XP or Vista, Pentium III 600 MHz processor, 256 MB RAM, 20 GB HDD, 16X CD-ROM drive,

two unused USB ports, 1024 x 768 256 Color Graphics Card, Internet Connectivity, Email Account

J2534-ON-KIT-A-C

WHAT DO YOU NEED TO GET STARTED?

J2534 On-Board Reprogramming Kit - Cable

Includes:

Universal Reprogrammer Unit- Cabled

EASE Flash Wizard

OBD II Cables GM OBD I Cable

Power Transformer

Cigarette Plug Power Cable

USB Cable

Carrying Case

- ADD-ONS -

Go Wireless! The Package above can be ordered with a Wirelessin place of the Cabled .

Order: J

J2534 On-Board Reprogramming KitUniversal Reprogrammer Unit Universal Reprogrammer Unit

J2534-ON-KIT-A-W 2534 On-Board Reprogramming Kit - Wireless

J2534-GFC-CBL-R GM, Ford & Chrysler Powertrain Advanced Universal Off-Board Cable Set (6 Cable

ASE developed a set of Advanced “Universal” off-board cables that can be connected to virtually any GM, Ford hrysler PCM that can be reflashed. These Universal cables require you to manually connect to the PCM pins, howeetailed wiring diagrams are included to show you how to do this in the EASE Flash Wizard software.

equires: J2534-ON-KIT-A-C or J2534-ON-KIT-A-W

cludes: GM Powertrain Advanced Universal Off-board Cables (3 cables); Ford Powertrain Advanced Universal oard Cable (1 cable); Chrysler Powertrain Advanced Universal Off-board Cables (2 cables)

Contact Bob Sorenson(507) 359-1197

or

Email

[email protected]




43FordTable of ContentsFord AWF-21BSolenoid Identication and Locations ........................44

Pressure Regulator Valve Adjustment .......................45Upper Valve Body Valve Description ..........................46

Lower Valve Body Valve Description ..........................47

Middle Valve Body ....................................................48

Upper Valve Body Top Side .......................................50

Upper Valve Body Check Valve Locations ..................51

Lower Valve Body Check Valve Locations ..................52

Accumulator Piston and Spring Location ..................53

6F50O/D Piston Return Snap Ring Removal .....................54

Direct Clutch Return Snap Ring Removal ..................56

Intermediate Piston Return Snap Ring Removal ........58Reverse Piston Return Snap Ring Removal ................59

Specications ...........................................................60

4R70W/4R70/75E Interchange InformationAnti-Rattle Spring .....................................................62

Center Support .........................................................63

Forward Drum ..........................................................64

Intermediate Mechanical Diode Sprag .......................65

Harness Connector Changes .....................................66

Stator Support ..........................................................67

Planetary ..................................................................68Sun Shell and Forward Sun Gear ..............................69

Pump Body ...............................................................72

Ring Gear .................................................................73

Output Speed Sensor ................................................74

Throttle Actuator Control ..........................................75

TorqshiftLow/Reverse Planetary Gear Set Interchange ............76

ALL Ford’sErratic Speedometer Reading while Sitting Still .........78



RatioTek™

RT

™

4L60EImproves: Shift firmness - Fix TCC Slip Code1870 -Eliminates the need to replace TCC Regulator and

Isolator valves - No reaming. Restores pressureregulator booster valve function. Includes "Booster

Recovery System™" Patent PendingEliminates the need to replace TCC PWM solenoiddue to sticky valve. TCC will have full apply even if

solenoid has failed - saves $$. Adjust 1-2 shift firmness without removing VB.

ForHot Rods

use kit #RT-4L60E-HD

Includes Pan and Valve Body Gaskets.

Transcel Inc.15902 A Halliburton #272 City of Industry, CA 91745

626-968-2754 Fax 626-961-8563

www.ratiotek.com

NEW PRODUCTS

A better way of shi fti ng gears SM Valve Body Kits

Fix Code 1870 Fast

Easy to Install - Low Cost - Great Results

RT™ 4F50NRT™ AX4SBoth kits include a bypass

booster valve sleeve assemblyand the Patent Pending

"Booster Recovery System™"restoring pressure regulator

valve function.Improve shift firmness.

Billet retainers your gonna love!

Also fi ts AXODE

Also fi ts AX4N

RT™

E4OD/4RKit fits

E40D and 4R100

Comes with 3 high techregulator valves for the"stick free" accumulatorbody. Improves TCCtorque capacity. Providesadjustable shift firmness.

RatioTek

™

software has books in color, plusuper fixes, videos, common complaints atech information. Print pages for the benc

Software installs to multiple computers.Takes 5 seconds to look up VB check ball

www.ratiotek.com

Software for the serioutransmission rebuilde

Provides 20% more torque for Lockup.Has parts that stabilize line pressure reducing TCCshudder, booster valve wear and bump 1-2 shift .




45Ford




46 Ford

AWF-21B

The Solenoid identications and locations are important. If the Solenoids are installed

into the wrong location, shifting problems, codes, and ratio error will occur.

SSA and SSB = 11-15 ohms•

SSC, SSD, SSE, TCC and PCA = 5-7 ohms•

Solenoid Identification and Locations

CAUTION: There are “keepers” throughout this valve body. Pay close attention toyour disassembly process and use the following pages for reference. If a pin is lost

during your rebuild, a replacement can be made using a needle bearing.Pin Measurement size 0.932 x 0.118




47Ford

AWF-21B

This pressure regulator valve has a stepped sleeve. Always measure the distance from

the tip of the sleeve to the valve body for proper installation.

Pressure Regulator Valve Adjustment

Always measure the distance from

the tip of the sleeve to the valve

body for proper installation.

0.158”




48 Ford

AWF-21BUpper Valve Body Valve DescriptionUse the following illustrations for reference during your rebuild.

Blank1.

C2 Control Valve2.

Blank3.Blank4.

Blank5.

Secondary Regulator Valve6.B2 Control Valve7.

Blank8.

Lock-Up Control Valve9.C1 Control Valve10.

Blank11.

Servo Control Valve12.

PCA Regulator Valve13.




49Ford

AWF-21BLower Valve Body Valve Description

Blank1.

Blank2.

Blank3.

Solenoid Regulator Valve4.

Blank5.Blank6.

Blank7.

Torque Converter Regulator Valve8.Solenoid Regulator Valve9.

Use the following illustrations for reference during your rebuild.




50 Ford

AWF-21B Middle Valve Body

Light Blue Spring

White Spring

Red Spring

“Keeper”

“Keeper”

“Keeper”

“Keeper”


Check Valve and Spring Locations ‘Upper Side”




51Ford

AWF-21B Middle Valve Body (continued)

The accumulator check valves are installedwith the blue side facing down into the valvebody slot.

Plain Spring

Plain Spring


Check Valve and Spring Locations ‘Lower Side”




52 Ford

AWF-21B

There are no manufacturer specications for the spring tensioner depths. There are four

(4) different valves with this type of layout. Always measure the depth of the tension

adjusters prior to disassembly.

Upper Valve Body Top Side

Always measure depth

of adjusters prior to

disassembly

Servo Accumulator




53Ford

AWF-21B

Use the following illustration for check valves with spring and piston locations. New

check valves come in the rebuild kit and should be replaced with every rebuild.

Upper Valve Body

Red Spring

The accumulator check valves are installed

with the blue side facing down into the valve

body slot.

Red Spring

White Spring

Check Valve Locations




54 Ford

AWF-21B

Solenoid Feed FiltersWhite Spring

White SpringWhite Spring

Red Spring

The accumulator

check valves are

installed with theblue side facing

down into the valvebody slot.

Lower Valve Body

Check Valve LocationsUse the following illustration for check valve with spring and piston locations. New

check valves come in the rebuild kit and should be replaced with every rebuild.




55Ford

AWF-21B Accumulator Piston and Spring LocationUse the following illustration for accumulator valve and spring locations.




56 Ford

We used parts from around the shop to take the place of the special tools needed to

disassemble and reassemble the 6F50N. To remove the retaining snap ring from the OD

clutch piston return spring assembly, you’ll need some parts from other transmissions:

an A4LD/5R55E rear ring gear (for the low/reverse planet)•

a worn out OD clutch hub/shaft from a 4T60E•

a large deep socket•

a suitable press.•

Use a cutting wheel to cut large slots out of the 4th clutch hub/shaft. Place the ring gear

on the clutch retainer and slide the 4th clutch hub down onto the ring gear. Use the

deep socket as an extension of the hub to be pressed down to remove the ring.

6F50O/D Piston Return Snap Ring Removal




57Ford

4T60E 4th clutch

hub/shaft

A4LD/5R55E

rear ring gear

Deep Socket

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

Access and removethe snap ring here

6F50O/D Piston Return Snap Ring Removal(continued)




58 Ford

To remove and install the direct clutch piston return spring without breaking the tab,

use a:

low/reverse piston from an AW50-42LE or a 4L30E reverse clutch piston•

a bar or 12 inch 3/8 extension.•

The 4L30E reverse piston will have to be modied with a cutting wheel to gain access to

the snap ring but it is the correct diameter to t the direct clutch piston.

4L30E Reverse Piston

before cut outs have

been made

AW50-42LE low/reverse

piston-no modicationnecessary

6F50Direct Clutch Return Snap Ring Removal




59Ford

Only press the direct clutch cylinder down

far enough to get the snap ring out. Pressing

the cylinder down too far can break the tab

and destroy the drum.

Access thesnap ring

here

The drum is placed in the press and with the bar or extension across the piston to push

the piston down evenly.

6F50Direct Clutch Return Snap Ring Removal(continued)

CAUTION!! Only press the direct clutch cylinder down far enough to get the

snap ring out of its groove. Pressing the cylinder down too far can break the tab

and the cylinder.




60 Ford

To compress the intermediate clutch spring to remove and install the retaining snap

ring, use:

an E40D/4R100 Sun Shell or RE5R05A Sun Shell (cut two slots opposite of each•

other)

a bar to use in the press•

Use a cutting wheel or a torch, (much faster) to cut large notches out of the sun shell.

These slots allow access to the snap ring. The slots should not be any wider than

4 inches. Any larger and the return springs may get distorted when compressing the

spring.

6F50Intermediate Piston Return Snap RingRemoval




61Ford

To remove or install the reverse clutch return spring use:

A pair of C clamp vice grips.•

Use the C clamp to compress the return spring. Use a screwdriver with a twisting motion

to securely hold the snap ring in place. Move around the end cover in this way until the

retaining ring is completely seated in the groove.

Reverse Piston Return Snap Ring Removal

6F50




62 Ford

6F50Specifications




63Ford

6F50Specifications (continued)




64 Ford

4R70W/4R70/75E

Ford has come up with a better designed anti rattle spring. The updated spring is a “V”

shaped strip of spring steel that won’t eat into the case or center support. This spring

will retrot back all the way to the AOD transmission and is a great case saver for se-

verely worn cases. The part number for the updated spring is 2L3Z-7F277-AA.

Anti-Rattle Spring

Interchange Information

Discard Updated Spring Part # 2L3Z-7F277-AA




65Ford

4R70W/4R75E

Center Support To make room for the turbine speed sensor, the 4R70E/75E center support has an

extra notch cut out. If you install a 4R70W support in a 4R70E/75E case, the turbine

speed sensor will not install all the way into the case.

If you are in a pinch, grinding a notch into the support to make room for the sensor will

not pose a problem.

Interchange Information (continued)




66 Ford

4R70W/4R75E

Forward Drum2004-on, forward drums have three clutch apply holes, 120º apart, verses the earlier

version having only one. This design change is cosmetic and will not affect forward

clutch apply if interchanged. The 4R70/75E drum will t on all year models.


2004-on, forward drums have

three clutch apply holesPre-2004 only has one apply

hole




67Ford

4R70W/4R75E

Intermediate Mechanical Diode Sprag In 2007, Ford introduced a new design mechanical diode. They increased the number of

ratchet teeth in the diode which should increase holding strength. At the time of printing

this manual, there have been no reports of premature failure.

The new diode has a snap ring that holds the element retainer in place instead of the

earlier pressed design. Height dimensions have changed slightly where the snap ring

rides on the reverse input/OD drum.

The new design diode supersedes the previous design, and when used on any diode-styledrum, will increase the clearance between the inner race and the snap ring by about

0.020", this is a normal clearance by design. An aftermarket-designed spiral snap ring

should be used in place of the stock snap ring to prevent snap ring failure.





68 Ford

Use the diagrams to make sure you are using the correct connector for your application.

The diagrams shown are the vehicle side of the harness. From 1993-1997, the trans-

mission connector is white with soft wiring built into the connector.

From 1998-on, the connector is black in color and uses the separate hard plastic

harness. Solenoids will not interchange due to connection differences.

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

shifts.

4R70W/4R75E

Harness Connector Changes





69Ford

4R70W/4R75E

Stator Support


The stator supports are identical in hydraulic design but there is an important difference

in the forward sealing ring lands. The 4R70E/75E uses a plastic ring that is much

thinner than the 4R70W cast iron design.

The outer dimensions of the two rings are identical so as long as the correct rings are

used, the stator supports can be interchanged.

The other difference is the forward clutch feed hole. Ford changed the machining process

for the forward clutch apply hole and turned it into a slot instead of a round hole. This isstrictly cosmetic and will have no effect on forward clutch apply if interchanged.




70 Ford

4R70W/4R75E

Planetary


The planetary gear set is the same ratio and dimensions between the two units. The only

difference is how the rear cover is attached. The 4R70E/75E uses a welded design as the

older versions use rivets to connect the bottom cover to the top portion of the gear set.

That area has never had a real issue and the change is due to an easier manufacturing

process. Interchange between years will not pose a problem.




71Ford

4R70W/4R75E

Sun Shell and Forward Sun Gear


2004 & up sun shells are designed with added strength by utilizing a two piece riveted

or a one piece design in the later applications. On both designs, the metal is thicker

along the chamfer at the base of the gear which will reduce cracking. Height dimensions

from the bottom of the sun gear to the area where the bearing rides has been reduced by

.030” to make room for the thicker two piece bearing.

The sun shell, bearing, and forward sun gear must be changed as a set if changing over

to a 4R70W or the end play will be incorrect. Ford sells this complete service kit under

part # 4L3Z-7D234-AA.

2.0550” 2.0250”




72 Ford

4R70W/4R75E

Sun Shell and Forward Sun Gear (continued)


The sun shell, bearing, and forward sun gear must be changed as a set if changing over

to a 4R70W or the end play will be incorrect. Ford sells this complete service kit under

part # 4L3Z-7D234-AA.

1.177” 1.167”

ID Groove

Thicker two piece bearing.




73Ford

4R70W/4R75E

Sun Shell and Forward Sun Gear (continued)


The single most important change with the 4R70E/75E sun shell is something you can

not see with the naked eye, but will prevent the transmission from leaving your shop.

That is the 4R70E/75E sun shell is non-magnetic. In order for the input speed sensor

that the 4R70E/75E’s now incorporate to work, the sun shell must be non magnetic so

that the sensor can pick up the signal from the stamping on the forward drum. Failure

to use a non magnetic sun shell will result in harsh or no shifting with possible ratio

and input speed sensor codes.




74 Ford

4R70W/4R75E

Pump Body


The pump bodies are identical except for the intermediate piston design. The

4R70E/75E uses a bonded rubber piston that is larger in size and will produce more

holding power than the aluminum piston design.

A wave style piston return spring in 04-05 models and a one piece in the 06 and up

models is utilized on the molded style and cannot retrot back. The wave style spring

requires a seat that sits in the case so that the wave spring does not eat into the

aluminum. The later one piece style has a notch that indexes at 12 o’clock in the case

and is placed with the springs facing up towards you.

The two different designed pumps can be interchanged from one another without any

issues, but as a complete set. You cannot interchange intermediate pistons or springs

with one another. If you choose to use a 4R75E pump in place of the early 4R70W, make

sure to install the wave spring retainer into the early case or damage to the case will

occur. If using the 06-up one piece design spring, no retainer is needed.

Area for the Intermediate Piston

is larger for the molded rubber

style

4R70W 4R75E

2006-on uses the

single piece retainer




75Ford

4R70W/4R75EInterchange Information (continued)

A new designed output speed sensor was incorporated for the 2004 model year. The new

sensor uses the exciter ring from the 24 extended parking pawl lugs as where the old

sensor uses six (6) holes that are machined around the ring gear.

Mismatching an early ring gear in a late transmission will result in a 75% reduction in

the output speed sensor signal and will not let the trans shift out of rst gear. Using a

late ring gear in an early transmission will produce an output speed signal 400% faster

and shift the transmission into fourth gear by the time you hit 10 MPH. No interchange

possible.

Ring Gear




76 Ford

4R70W/4R75EInterchange Information (continued)

Output Speed Sensor The Output Speed Sensor changed from the oval connector to the square in 2001. The

length is the same as the earlier version up to 2004 when the ring gear changed.

Installing the shorter late sensor in 01-03 models could create a weak signal and

intermittent OSS codes. Installing the early sensor in an 04 and up will cause damage to

the sensor.




77Ford

The Torque Based Throttle Control system is a “Drive by Wire” throttle system that uses

the Mass Air Flow (MAF), Accelerator Pedal Position Sensor (APPS), Crank Position

Sensor (CKP), Turbine Speed Sensor (TSS), and Output Speed Sensor (OSS) to calculate

load and determine the correct throttle opening for the condition in which the vehicle is

driving in.

If the incorrect sun shell is installed or if there is a Turbine Speed Sensor failure, P2106

will set. Keep in mind that a malfunction with any other of the above mentioned sensors

along with a mechanically stuck throttle or throttle actuator can set this code as well.

4R70W/4R75EDTC P2106

Throttle Actuator Control (TAC) System-Forced limited Power




78 Ford

Starting in late 2008 Ford introduced a new planetary gear set. This planet has the Low/

Reverse sprag and the Low/Reverse clutches built onto the planet assembly.

On late model units 2008 and up, if the Low/Reverse clutches are burnt or worn out the

whole planet assembly must be replaced. The planet can be purchased from the dealer

as an assembly.

The alternative is to use the earlier Low/Reverse clutches and steels, Planetary, and

Sprag assembly. The early Low/Reverse clutch pack only has a ve (5) clutch pack

stack-up. You must use six (6) clutch bers and six (6) steels to complete theinterchange.

Early Pre-2008 Low/Reverse

planet with separate clutches

and sprag assembly

Late 2008-up Low/Reverse

planet with integral clutches

and sprag assembly

TorqshiftLow/Reverse Planetary Gear Set Interchange




79Ford

Low/Reverse Planetary Gear Set Interchange(continued)

Torqshift

The clutches have been stacked up and the planets placed in the same case. The late

and the early planet/clutch assemblies have the exact same clearance and can be

interchanged between years.

Late 2008-up planet with 6 frictions

can be interchanged with earlier pre-

2008 parts

Early pre-2008 planet with 5 frictions.

May be upgraded to 6 frictions

Late Planet 2008-up assembled in the

case

Early pre-2008 planet assembled in

the case




80 Ford

Erratic Speedometer Reading while SittingStill

Ford All

Speedometer reading while sitting still, possible speedometer codes P0500, P0503 VSS

intermittent.

These symptoms and codes can be very difcult and time consuming to diagnose. Often

times the cause is EMI. The top causes of EMI are:

Bad alternator (disconnect)1.

Defective grounds on the controller2.

Erratic TSS or ISS signals (due to bad grounds)3.

High power electrical devices (after market ampliers-boom boxes)4. Check ignition wave form for irregularities.5.

Added resistance from faulty spark plugs6.

Isolate the conditions in both KOEO or KEOR?

Disconnect devices one at a time, disconnecting all devices at the same time may work

but won’t isolate the issue.

Disconnect thealternator as a

quick check for

EMI.




81Ford

Erratic Speedometer Reading while SittingStill (continued)

Ford All

Loose grounds contribute to EMI inside the controller. When diagnosing erratic speed

sensor readings, check and veried all grounds are clean and tight before any other

tests are done.

Check those

grounds!




82 Ford

Main computer grounds

F-150 Schematic


Ford All




83Ford


Ford All

Erratic VSS signals to the PCM can be caused by EMI getting into the PCM. When

erratic speedometer concerns are present always inspect the TSS or ISS wiring.

2004 F-250 5.4L




84 Ford


Ford All

Improperly installed stereo amps, stereo heads, speakers, or other accessories can be a

source of EMI. Simply power down the device in question and retest.




85Ford


Ford All

Ignition wave forms can also be a good way to track down EMI. Ford’s Coil Over Plug

(COP) coils are controlled directly by the PCM. If there is excessive inductive voltage from

the spark plug ring it could cause EMI. This can interfere with other signals inside the

PCM including the VSS.

Normal spark plug wave form

Defective spark plug reading

Erratic spikes

Charge

Coil Discharge

Coil Discharge

OscillationsPlug Firing Across

the Gap

Back to the beginning

of the next cycle




86 Ford

Worn plugs from a 2004 Ford F250 with approximately 39,000 miles, typically these

plugs are recommended for replacement at or around the 60,000 mile mark.

“ A special Thank You to Roger Perry at Lake Sumter Transmissions for the

spark plugs”


Ford All




87Ford

This is a schematic of a 2004 F250 with ABS. Testing for EMI can be done at pin 58. The

wire will have to be cut as close to the computer as possible and still make a complete

connection after we are done testing.

After the wire is cut check for DC Hz on both ends of the wire. Typically if the problem

is worn spark plugs there will be DC Hz coming OUT of the PCM and nothing going into

the PCM while the engine is running and the transmission is in park,


Ford All

Cut the VSS wire here to check for the

source (internal or external) of the EMI




88 Ford




89Chrysler

Chrysler Table of Contents

68RFE

Introduction .............................................................90

Clutch Operation ......................................................91

Oil Level ...................................................................92

Mopar +4 ..................................................................93

Pressure Testing Ports ..............................................94

Pressure Specications .............................................96

Diagnostic Specications ..........................................97

Verication Process...................................................99

Scan Tool Acronyms ...............................................100

Quick Learn Procedures ..........................................101

Drive Learn Procedures ...........................................102

Test Tools ...............................................................106Code Descriptions ...................................................108

Module and Connectors ..........................................110

Power and Ground Circuits .....................................111

Range Sensor ..........................................................112

Sensor Circuits .......................................................113

Understanding Clutch Volume Index ......................114

Pressure Switch Wiring ...........................................116

Pressure Switch Specications ................................117

Shift Solenoid Control .............................................118

Oil Pump Valve Description ....................................120

Upper Valve Body ...................................................121

Lower Valve Body ....................................................123

Front and Rear End Play .........................................124

Measuring Output Shaft Endplay ............................125

Bearing Location and Position .................................126

Specications .........................................................127

AS68RC

Specications .........................................................128

Identication ..........................................................129

Clutch and Band Application Chart ........................130

Solenoid Description and Operation ........................131Service Information .................................................132

Pressure Specications and Tap Locations ..............133

Overhaul Tips .........................................................134

B2 Brake Piston ......................................................135

Checking Clutch Travel ...........................................136

Accumulator Identication and Location .................137

Solenoid, Pressure Switches and Valve Body ...........138




90 Chrysler

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

Features:- Real-time adaptive closed-loop shift and pressure control

- Electronic shift and torque converter clutch controls (help protect the transmission

from damage due to high temperatures, which can occur under severe operating

conditions). By altering shift schedules, line pressure, and converter clutch control,

these controls reduce heat generation and increase transmission cooling.

To help reduce parasitic losses, the transmissions includes a dual-stage transmission

uid pump with electronic output pressure control. Under most driving conditions,pump output capacity greatly exceeds that which is needed to keep the clutches applied.

The 68RFE pump-pressure control system monitors input torque and adjusts the pump

pressure accordingly.

The primary stage of the pump works continuously; the second stage is bypassed when

demand is low. The control system also monitors input and output speed and, clutch

slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure

in proportion to demand.

A high-travel torque converter damper assembly allows earlier torque converter clutch

engagement to reduce slippage. Needle-type thrust bearings reduce internal friction. The68RFE is packaged in a one-piece die-cast aluminum case. To reduce NVH, the case

has high lateral, vertical and torsional stiffness. Dual lters protect the pump and other

components.

A cooler return lter is added to the main sump lter. Independent

lubrication and cooler circuits assure ample pressure for normal transmission operation

even if the cooler is obstructed or the uid cannot ow due to extremely low

temperatures.

The hydraulic control system design (without electronic assist) provides the

transmission with PARK, REVERSE, NEUTRAL, and FOURTH gears, based solely ondriver shift lever selection. This design allows the vehicle to be driven (in “limp-in” mode)

in the event of a electronic control system failure, or a situation that the Transmission

Control Module (TCM) recognizes as potentially damaging to the transmission.

68RFEIntroduction




91Chrysler

The 68RFE has a design change that allowed for the full time 6 speed as well as the

increase in torque ratios. The 4C on the 45/545RFE held an annulus as the planet was

driven by a sun gear. On the 68RFE the 4C holds a sun gear causing the annulus to be

driven by the planetary.

* When output speed is greater than 150 rpm the L/R clutch is released and the ORC is

the holding element before the 1-2 shift.

** Failsafe is 3rd gear on the 45/545RFE and 4th gear on the 68RFE (Vehicles that

have ERS (Electronic Range Select) will not have a manual low “2nd” gear while in fail-

safe).

68RFEClutch Operation




92 Chrysler

To avoid overlling transmission after a uid change or overhaul, perform the

following procedure:

1. Remove dipstick and insert clean funnel in transmission ll tube.

2. Add following initial quantity of Mopar® ATF +4 to transmission:

a. If only uid and lter were changed, add 10 pints (5 quarts) of ATF +4 to

transmission.

b. If transmission was completely overhauled and the torque converter was

replaced or drained, add 24 pints (12 quarts) of ATF +4 to transmission.

When servicing and/or testing for proper oil level it is important to note that the ll is

based off of oil temperature. Proper ll does require the use of a scan tool to verify actual

transmission temperature.

68RFEOil Level




93Chrysler

Mopar +4 The only recommended uid for the 68RFE is MOPAR +4 oil. There are many different

blends of oil that claim +4 rating. The only way to assure that you are using +4 blend is

to use MOPAR brand. Using a blend that is not recommended may result in shift

concerns that can only be xed by using the proper oil.

68RFE




94 Chrysler

Accurate tachometer and pressure test gauges are required. Test gauges must have a

300 psi range and is used at all locations where pressures exceed 100 psi.

Pressure Test Port Locations

The torque converter clutch apply (3) and release (1) ports are located on the right side

of the transmission case .

The scan tool can be used to read line pressure from the line pressure sensor. The sec-ond method is to install Line Pressure Adapter 8259 (3) into the transmission case and

then install the pressure gauge and the original sensor (2) into the adapter.

This will allow a comparison of the scan tool readings and the gauge reading to de-

termine the accuracy of the line pressure sensor. The scan tool line pressure reading

should match the gauge reading within ±10 psi.

There are two (2) methods of testing line pressure. The 1st method requires the use of

a scan tool and adapter that allows you to monitor perceived pressure (scan data) vs.

actual pressure (pressure gauge). The 2nd method (not available on all applications be-

cause of mounting issues) is the use of a special adapter oil pan that allows you to tapinto each clutch pressure port located on the valve body.

Method #1

68RFEPressure Testing Ports




95Chrysler

Another method of testing hydraulic line pressure involves removing the valve body

pressure test ports and installing the parts of the valve body pressure tap adapter and

one or more 300 psi pressure gauges (Miller Special Tool #8258-A and #C-3293SP).

Method #2

68RFEPressure Testing Ports (continued)




96 Chrysler

With method #1 or #2 the proper procedure is as follows when testing:

Check the transmission uid level and condition (this condition can only be•

tested when the oil pan is removed).

Check the shift cable adjustment.•

Raise the vehicle on a hoist, install a tachometer and the pressure gauge•

with adapter (s).

Check line pressure while operating the transmission at 1500 engine rpm in Park,•

Reverse and Drive. Compare the scan tool line pressure reading with the desired line

pressure and gauge reading. All three readings should agree. If the gauge reading

does not match the scan tool reading, there is a line pressure sensor problem. If thescan tool reading does not match the desired line pressure, there is a pressure

control problem (oil level, lter, pump regulator valve, PCS solenoid, etc.)

Actual line-pressure while in-gear will very based upon minimum learned line-pressure.

Minimum line-pressure starts at 40 psi and learns up to the minimum pressure to hold

the clutches in a applied state.

68RFEPressure Specifications




97Chrysler

NOTE: This vehicle uses an NGC4 Control Module (which only controls Transmission

operation) and an Engine Control Module (ECM) that controls the Diesel engine. In these

procedures, the NGC4 Control Module is referred to as the Powertrain Control Module

(PCM).

Perform the following before attempting any diagnostic procedures:

With the scan tool, check pinion factor (if equipped) for proper tire identication and1.

program or reprogram if necessary.

Check the transmission uid level. If the uid level is low, locate and repair any leaks2. and ll the transmission to the proper level. Refer to the appropriate Service Informa-

tion for procedures. Many transmission symptoms can be caused by a low uid level.

Check the battery. To avoid false diagnosis, testing should only be performed with the3.

battery fully charged.

With the scan tool, read Engine (ECM) DTCs. If DTCs are present, refer to the Drive-4.

ability Category and perform to the appropriate diagnostic procedure(s) before pro-

ceeding.

With the scan tool, read Transmission (PCM) DTCs. Record all Stored, Active, and5.Pending DTC information. Diagnose any Pending DTC as a matured DTC.

With the scan tool, read and record the Event Data. Use this data to identify the6.

conditions in which the DTC was set.

7. NOTE: DTC Event Data may exist even if no DTCs are stored. DTC Event Data

is only erased by a Battery Disconnect, reash, or QuickLearn procedure.

Clearing DTCs does NOT erase the DTC Event Data. Some DTCs require two“bad trips” before they are stored (and the MIL illuminates). The transmission

may enter “limp-in” mode during the rst “bad trip,” but if the fault conditionis not present after the vehicle is restarted, the pending DTC may be cleared

without lighting the MIL. Nevertheless, the DTC Event Data for the pending

DTC will remain stored and can still be retrieved with the scan tool. If the

customer reports a “limp-in” event but no DTCs are present, check the DTCEvent Data.

68RFEDiagnostic Specifications




98 Chrysler

Perform the following before attempting any diagnostic procedures:(continued...)8. Performing a Battery Disconnect will clear all Event Data and reset all learned

Transmission values to the default values, which may temporarily result in erratic

shift schedules.

9. With the scan tool, perform the Shift Lever Position Test. If the test fails with an

error code, refer to the diagnostic procedure for P0706 Transmission Range Sensor

Rationality. If the test fails without an error code, adjust the shift linkage in

accordance with the Service Information.

10. For Gear Ratio Error DTCs or shift quality complaints, use the scan tool to view

CVI Monitor data. Read and record the Clutch Volume Index information.

11. Use the wiring diagram as a guide. Inspect the wiring and connectors related to this

circuit. Repair as necessary.

12. Refer to the When Monitored and Set Conditions for this DTC. DTCs can set at

ignition on, at start up, after driving under specic conditions and after diagnostic

monitors have been run.

13. Refer to applicable Technical Service Bulletins (TSBs) for controller software

update information. Some conditions can be corrected by upgrading the Engine

(ECM) or Transmission (PCM) controller software.

14. Refer to any Service Information Tune Ups or Technical Service Bulletins that apply.

Yes - Testing complete. Perform 68RFE TRANSMISSION VERIFICATION TEST.

No - Refer to DTC Based Diagnostics and perform the application.

Were there any repairs made that xed the vehicle?

68RFEDiagnostic Specifications (continued)




99Chrysler

Perform the following after completion of a diagnostic repair:1. Connect the scan tool to the Data Link Connector (DLC).

2. With the scan tool check pinion factor (if equipped) for proper tire identication

and program or reprogram if necessary.

3. Reconnect any disconnected components.

4. If the PCM has been replaced or updated (ashed), or the transmission has been

repaired or replaced, using the scan tool, perform a Quick Learn Procedure.

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

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

7. With the scan tool, display Transmission Temperature. Start and run the engine

until the Transmission Temperature is HOT.

8. Check the Transmission uid level and adjust if necessary. Refer to the Service

Information for the Fluid Fill procedure.

9. Road test the vehicle.

10. Perform the following shifts from a standing start with a constant throttle opening of

20 to 25 degrees to the speeds of 97 km/h (60 mph); make fteen to twenty 1 to 2, 2

to 3, 3 to 4, 4 to 5, 5 to 6 upshifts.

11. Perform the following shifts with speeds below 40 km/h (25 mph); make ve to eight

wide open throttle kickdowns to 2nd gear. Allow at least 5 seconds each in 3rd and

4th gear between each kickdown.

12. Check for DTCs during and after the road test.

13. If after performing the road test, if any shift concerns are noted, perform the drive

learn procedure for those affected shifts.

14. Use the OBDII task manager to run Good Trip time in each gear, this will conrm

the repair and to ensure that the DTC does not re-matureWere there any Diagnostic Trouble Codes (DTCs) set during the road test?

Yes - Refer to DTC Based Diagnostics and perform the appropriate diagnostic

procedure.

No - Repair is complete.

68RFEVerification Process




100 Chrysler

This is not a complete list. Just the most common terms that are used when looking at

diagnostic information. Always keep notes of NEW ACRONYMS.

Scan Tool Acronyms

68RFE




101Chrysler

The quick learn procedure requires the use of the scan tool.

This program allows the electronic transmission system to recalibrate itself. This

will provide the proper transmission operation. The quick learn procedure should be

performed if any of the following procedures are performed:

• Transmission Assembly Replacement.

• Transmission Control Module Replacement.

• Solenoid Pack Replacement.

• Clutch Plate and/or Seal Replacement.

• Valve Body Replacement or Recondition.

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

The brakes must be applied.1.

The engine speed must be above 500 rpm.2.

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

The shift lever position must stay in PARK until prompted to shift to overdrive.4.

The shift lever position must stay in overdrive after the Shift to Overdrive prompt5.

until the scan tool indicates the procedure is complete.

The calculated oil temperature must be above 60°F and below 200°F.6.

68RFEQuick Learn Procedures




102 Chrysler

When a transmission is repaired and a Quick Learn procedure has been performed on

the Transmission Control Module (TCM), the following Drive Learn procedure can be

performed to ne tune any shifts which are particularly objectionable.

NOTE: It is not necessary to perform the complete Drive Learn proce-

dure every time the TCM is Quick Learned. Perform only the portions

which target the objectionable shift.

Learn a Smooth 1st Neutral to Drive ShiftPerform this procedure only if the complaint is for a delayed or harsh shift the rst time

the transmission is put into gear after the vehicle is allowed to set with the engine not

running for at least 10 minutes. Use the following steps to have the TCM learn the 1st

N-D UD CVI.

NOTE: The transmission oil temperature must be between 80° - 110°F

(27° - 43°C).

Start the engine only when the engine and ignition have been off for at least ten (10)1.

minutes.

With the vehicle at a stop and the service brake applied, record the 1st N-D UD2.

CVI while performing a Neutral to Drive shift. The 1st N-D UD CVI accounts for air

entrapment in the UD clutch that may occur after the engine has been off for a period

of time.

Repeat3. Step #1 and Step #2 until the recorded 1st N-D UD CVI value stabilizes.

NOTE: It’s important that this procedure be performed when thetransmission temperature is between 80° - 110°F (27° - 43°C). If thisprocedure takes too long to complete fully for the allowed

transmission oil temperature, the vehicle may be returned to thecustomer with an explanation that the shift will improve daily duringnormal vehicle usage.

The TCM also learns at higher oil temperatures, but these values (linepressure correction values) are not available for viewing on the scantool.

68RFEDrive Learn Procedures




103Chrysler

Learn a Smooth Neutral to Drive Garage Shift

Perform this procedure if the complaint is for a delayed or harsh shift when the

transmission is put into gear after the vehicle has had its rst shift. Use the following

steps to have the TCM learn the Norm N-D UD CVI.

NOTE: The transmission oil temperature must be between 80 -

110°F (27 - 43°C) to learn the UD CVI. Additional learning occurs at

temperatures as low as 0°F and as high as 200°F. This procedure may

be performed at any temperature that experiences poor shift quality.

Although the UD CVI may not change, shift quality should improve.

Start the vehicle engine and shift to drive.1.

Move the vehicle forward to a speed of at least 16 km/h (10 MPH) and come to a stop.2.

This ensures no air is present in the UD hydraulic circuit.

Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-33.

seconds and monitor Norm N-D UD CVI volume until the value stabilizes. The valuewill change during the N-D shift. This is normal since the UD value is different for

the N-D shift then the normal value shown which is used for 4-3 coastdown and

kickdowns. Perform repeated shifts in this temperature range until the Norm N-D UD

CVI value stabilizes and the N-D shifts become smooth.

Learn a Smooth Neutral to Drive Garage Shift

68RFE

Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI.

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

With the vehicle engine running, select reverse gear for over 2 seconds.1.

Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 152.

degree throttle opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI.

Repeat3. Step #1 and Step #2 until the 1st 2-3 upshift becomes smooth and the 1st

2-3 OD CVI stabilizes.

Learn the 1st 2-3 Shift After Restart or Shift Reverse

Drive Learn Procedures (continued)




104 Chrysler

Learn a Smooth 4-3 Coastdown and Part Throttle 4-3 Kickdown Shift


Use the following steps to have the TCM learn the UD shift volume.

At a vehicle speed between 64-97 km/h (40-60 MPH), perform repeated 4-3 kickdown1.

shifts.

Repeat2. Step #1 until the UD volume becomes somewhat stable and the shift becomes

smooth.

Learn a Smooth 1-2 Upshift and 3-2 Kickdown

Use the following steps to have the TCM learn the 2C shift volume.


With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear,1.

perform multiple 3-2 kickdowns.

Repeat2. Step #1 until the 3-2 kickdowns become smooth and the 2C CVI becomesstable.

68RFE


Use the following steps to have the TCM learn the OD and 4C CVI’s.

Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform1.

multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to

reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the

normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd

gear, following a restart or shift to reverse.

Repeat Step #1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI2.

become stable.

Learn a Smooth 2-3 and 3-4 Upshift

Drive Learn Procedures (continued)




105Chrysler

Learn a Smooth Manual 2-1 Pulldown Shift as well as a Neutral toReverse Shift


Use the following steps to have the TCM learn the LR volume.

With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform1.

manual pulldowns to Low or 1st gear at closed throttle.

Repeat2. Step #1 until the LR CVI becomes stable and the manual 2-1 becomes

smooth.

Learn a Smooth Neutral to Reverse ShiftNOTE: The transmission oil temperature must be above 110°F (43°C).

With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth.1.

An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.

If any of the shifts are still not smooth after the clutch volume stabilizes, an internal2.

transmission problem may be present.

Learn a Smooth 4-5 Upshift


Use the following steps to have the TCM learn the Alt 2C CVI.

Accelerate the vehicle through 88 km/h (55mph) at a steady 10-15 degree throttle1.

opening and perform multiple 4-5 upshifts.

Repeat2. Step #1 until the 4-5 shift become smooth and the Alt 2C CVI become stable.

There is a separate 2C volume used and learned for 4-5 shifts, 2CA. It is independentof the 2C CVI learned on 3-2 kickdowns.

68RFEDrive Learn Procedures (continued)




106 Chrysler

The simulator box values are specic and when used in conjunction with a scan tool, all

parameters can be checked for the true preset values. The box will test range

sensor, pressure switches, speed sensors, etc. It helps to eliminate wiring and module

from diagnosis.

Simulator Box

68RFETest Tools




107Chrysler

Breakout Box The breakout box allows you to do voltage testing with the NGC (Next Gen. Controller)

without doing damage to the pins. The module pins are very easily damaged when

testing if the box is not used.

68RFE

Miller Tool 8815 & 8815-1

8815

8815-1

Test Tools (continued)




108 Chrysler

Code DescriptionsWith computer strategy changing to allow for a full time six (6) speed, diagnostic codes

also had to be added to allow for the different ratios. Typically when dealing with

codes for ratio errors they start off with P0731 for a 1st gear ratio followed by P0732

for 2nd and so on. Because the P0736 was already established for “REVERSE” on the

45/545RFE the ratio code for 6th gear does not follow the rule of which gear that is

having the ratio issues. The code for 6th gear ratio is P0729.

Code List is as follows:

P0218 – HIGH TEMPERATURE OPERATION ACTIVATED

P0602 – CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMEDP0604 – INTERNAL CONTROL MODULE RAM

P0605 – INTERNAL CONTROL MODULE ROM

P0613 – INTERNAL TCM

P0706 – TRANSMISSION RANGE SENSOR RATIONALITY

P0711 – TRANSMISSION TEMPERATURE SENSOR PERFORMANCE

P0712 – TRANSMISSION TEMPERATURE SENSOR LOW

P0713 – TRANSMISSION TEMPERATURE SENSOR HIGH

P0714 – TRANSMISSION TEMPERATURE SENSOR INTERMITTENT

P0716 – INPUT SPEED SENSOR 1 CIRCUIT PERFORMANCE

P0721 – OUTPUT SPEED SENSOR CIRCUIT PERFORMANCE

P0729 – GEAR RATIO ERROR IN 6THP0731 – GEAR RATIO ERROR IN 1ST

P0732 – GEAR RATIO ERROR IN 2ND

P0733 – GEAR RATIO ERROR IN 3RD

P0734 – GEAR RATIO ERROR IN 4TH

P0735 – GEAR RATIO ERROR IN 5TH

P0736 – GEAR RATIO ERROR IN REVERSE

P0740 – TCC OUT OF RANGE

P0750– L/R SOLENOID CIRCUIT

P0755– 2C SOLENOID CIRCUIT

P0760– OD SOLENOID CIRCUIT P0765– UD SOLENOID CIRCUIT

P0770– 4CSOLENOID CIRCUIT

P0841– L/R PRESSURE SWITCH RATIONALITY

P0845– 2C HYDRAULIC PRESSURE TEST

P0846– 2C PRESSURE SWITCH RATIONALITY

P0868– LINE PRESSURE LOW

P0869– LINE PRESSURE HIGH

P0870– OD HYDRAULIC PRESSURE TEST

68RFE




109Chrysler

P0871– OD PRESSURE SWITCH RATIONALITY

P0875– UD HYDRAULIC PRESSURE TEST

P0876– UD PRESSURE SWITCH RATIONALITY

P0882– TCM POWER INPUT LOW

P0883– TCM POWER INPUT HIGH

P0884– POWER UP AT SPEED

P0890– SWITCHED BATTERY

P0933– HYDRAULIC PRESSURE SENSOR RANGE/PERFORMANCE

P0934– LINE PRESSURE SENSOR CIRCUIT LOWP0935– LINE PRESSURE SENSOR CIRCUIT LOW

P0944– LOSS OF HYDRAULIC PUMP PRIME

P0957– AUTO STICK CIRCUIT LOW (ERS)

P0958– AUTO STICK CIRCUIT HIGH (ERS)

P0987– 4C HYDRAULIC PRESSURE TEST

P0988– 4C PRESSURE SWITCH RATIONALITY

P1684– BATTERY WAS DISCONNECTED

P1715– RESTRICTED MANUAL VALVE IN T3 RANGE

P1775– SOLENOID SWITCH VALVE LATCHED IN TCC POSITION

P1776– SOLENOID SWITCH VALVE LATCHED IN L/R POSITION

P1794– SPEED SENSOR GROUND ERRORP2700– INADEQUATE ELEMENT VOLUME L/R

P2701– INADEQUATE ELEMENT VOLUME 2C

P2702– INADEQUATE ELEMENT VOLUME OD

P2703– INADEQUATE ELEMENT VOLUME UD

P2704– INADEQUATE ELEMENT VOLUME 4C

P2706– MS SOLENOID CIRCUIT

U0002– CAN C BUS OFF PERFORMANCE

U0100– NO COMMUNICATION WITH THE ECM/PCM

U0121– LOST COMMUNICATION WITH ABS

U0141– LOST COMMUNICATION WITH FCM

Code Descriptions (continued)

68RFE

Code List is as follows:




110 Chrysler

Module and Connectors

Understanding pin positions and connector make the diagnosis procedures a breeze.

The Next Generation module has four connectors. The Black/Green connector is the C4

which houses most all the transmission controls.

68RFE

The Black/Green connector is

the C4 which houses most all the

transmission controls.




111Chrysler

It all starts here. Transmission Control Output is a switched voltage that typically will

be charging voltage while the motor is running. Transmission Control is a continous B+

used for a keep alive memory and is present at all times.

Powertrain Control Module grounds must have no voltage present.

Note: As with any electronically controlled transmissions, it is very

important that the charging system and the battery/s all be at their

performance level and conditions.

With Diesels (two batteries), both batteries need to be at the same sur-

face voltages. If one is lower than the other this will cause the charg-

ing system to compensate for the battery that is undercharged. Re-

member, step one in any diagnosis after documenting and clearing

trouble codes is to clean the batteries, even if they look clean and

retest for codes.

68RFEPower and Ground Circuits




112 Chrysler

Range Sensor

Because of this being a electronically controlled transmission, the range sensor inputs

are very critical in order for the transmission module to function properly. When reading

on scan data the “PID” names are C1-C2-C3-C4-C5. There are transition ranges so that

the module knows the direction the driver is selecting while moving the shifter.

These transitions are referred to as TMP 1-TMP 2-TMP 3. Remember that the manual

valve only has three positions that change oil ow. This means that in order to control

shift schedules this input is imperative.

68RFE




113Chrysler

Speed Sensors, Pressure Sensor, Temperature Sensor and OD

Cancel-TOW/HAUL

Essential to transmission operation is the use of sensors (inputs). There are two speed

sensors (input and output) that measure rpm. These sensors register the speed of shift

transitions and are used to determine the CVI (clutch volume index) values. In addition

to these sensors there is; line pressure sensor (feeds a signal voltage informing the

module what line pressure is doing).

This is a feed back/closed loop for a command on line pressure given from the module), Temperature sensor (used so the module can control shift timing and feel through all the

temperature ranges), OD cancel/Tow/haul switch that allows the module to know if the

driver is towing and or requesting that OD is canceled.

Note: Remember when OD is canceled this is a 4 speed unit (5th and

6th gear are both OD ranges)

68RFESensor Circuits




114 Chrysler

Understanding Clutch Volume Index (CVI)

CVI is the measurement of the physical amount of uid required to ll the clutch

and stroke the piston. CVIs are in general updated when a clutch is applied. These

measurements require the use of speed sensing devices (input and output speed

sensors).

Note: 1 (one) CVI is equal to 1/64 of a cubic inch of transmission

uid (64 CVIs would equal one square inch of oil). Gear Ratios are

determined by monitoring change in speed rotations of input signals

from the Input and Output speed sensors. By comparing the two

inputs, the TCM determines not only which gear you are in but alsothe CVI monitor value. These values are based on how long it takes to

complete a gear change.

68RFE




115Chrysler

Electronically, the upshifts are performed by timing the venting of the releasing clutch to

the lling of the applying clutch. The releasing clutch must lose its holding capacity at

the same time the applying clutch gains holding capacity. Proper CVI values are critical

to properly perform upshifts.

Each accumulator has the holding value of 64 CVIs. If the measurement of oil passing

through the valve passageways and applying the holding clutch element was an

additional 64 CVIs that would give a value of 128 CVIs (Too High). The accumulator CVIsare not taken into consideration when the scan data is shown, only the clutch volume

(applying oil) is which would be 64.

Understanding Clutch Volume Index (CVI)(continued)

68RFE




116 Chrysler

Pressure Switch Wiring

68RFE




117Chrysler

The Transmission System uses ve (5) pressure switches to monitor the uid pressure

in the L/R, 2C, 4C, UD, and OD clutch circuits. These switches are continuously

monitored for the correct states in each gear as shown.

Pressure Switch Specifications

68RFE




118 Chrysler

Shift Solenoid Control

There are six (6) solenoids used to control hydraulic uid direction in this transmission

and one (1) solenoid used to control (reduce) line pressure. The continuity of each

solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few

milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on.

This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by

the Transmission Control System. If this spike is out of range a solenoid code will set.

68RFE




119Chrysler

Shift Solenoid Control (continued)

68RFE

Solenoid Resistance values:

Line Pressure = 4.3 ohmsAll Others = 1.9 ohms

When hydraulic diagrams are required for shift concerns, use the 545RFE diagrams for

your reference. 1st gear is the same, 2nd gear is the same, 2nd gear prime is now 3rd

gear, 3rd gear will be now 4th, 4th will be used as 5th, and what was the 5th gear will

now be 6th. Changes in how the 4th clutch holds when locking onto the clutch hub

(originally holding a ring gear/annulus but with the 68RFE holding a sun gear) have

allowed for the full time 6 speed. Oil ow through the shift solenoids and valve body has

remained the same other than the computer strategy for gear command.




120 Chrysler

The pressure regulator valve controls the line pressure in the transmission. It is a

balanced dump valve to maintain a xed line value. With the use of the Line Pressure

Solenoid the pressure can be lowered to a working value.

Oil Pump Valve Description

68RFE

Converter Clutch Switch Valve

The converter clutch switch valve is used to control the direction of oil ow to the torque

converter. When the converter clutch is released (CC switch valve downshifted), hydrau-

lic pressure is supplied to the front (OFF) side of the torque converter clutch. When the

converter clutch is applied (CC switch valve upshifted), regulated oil pressure is supplied

to the back (ON) side of the converter clutch.

Converter Clutch Regulator Control Valve and Accumulator

The converter clutch regulator valve is used to control the hydraulic pressure supplied

to the back (ON) side of the torque converter clutch.

Torque Converter Limit Valve

The torque converter limit valve serves to limit the maximum pressure supplied to the

front side of the torque converter clutch.

Pressure Regulator Valve




121Chrysler

Upper Valve Body

The Solenoid Switch Valve (SSV) controls the direction of the transmission uid when

the L/R-TCC solenoid is energized. The Solenoid Switch Valve controls line pressure

from the LR-TCC solenoid.

In 1st gear, the SSV will be in the downshifted position directing uid to the L/R clutch

circuit. In all other gears, the solenoid switch valve will be in the upshifted position and

directs uid into the torque converter clutch (TCC) circuit.

When shifting into 1st gear, a special hydraulic sequence is performed to ensure SSV

movement into the downshifted position. The L/R pressure switch is monitored to

conrm SSV movement.

If the movement is not conrmed (the L/R pressure switch does not close), 2nd gear is

substituted for 1st. A DTC will be set after three unsuccessful attempts are made to get

into 1st gear in one given key start.

68RFE




122 Chrysler

The manual valve is a relay valve. The purpose of the manual valve is to direct uid to

the correct circuit needed for a specic gear or driving range. The manual valve, as the

name implies, is manually operated by the driver with a lever located on the top of the

valve body. The valve is connected mechanically to the gearshift mechanism. The valve

is held in each of its positions by a roller detent spring that engages the rooster comb of

the TRS selector plate.

Manual Valve

The low/reverse switch valve allows the low/reverse clutch to be operated by either theLR/CC solenoid or the MS solenoid.

Low/Reverse Switch Valve

Upper Valve Body (continued)

68RFE




123Chrysler

Lower Valve Body

Check Ball and Functions There are 7 check balls located in the lower valve body. It is important when doing

repairs to the valve body that new check balls be installed.

Ball #1: Used in 2nd gear. Neutral to 8 mph. If left out will energize the L/R clutch. In

2nd, 3rd, and kickdown to 1500 RPM, three elements apply.

Ball #2: Used in 5th gear. If the ball is left out energizes the UD clutches in 5th, three

elements apply.

Ball #3: Used in Reverse. If the ball is left out it allows bypass of R-1

Ball #4: Used in 1st and 2nd gear. If ball is left out the OD clutches apply, three

elements apply.

Ball #5: Used in 3rd and 4th gear. If the ball is left out, three elements apply

Ball #6: Used in 4th gear. If left out the OD clutch vents apply oil

Ball #7: Used in 2nd and 3rd. If left out it vents 2nd clutch oil.

68RFE

#1

#2

#3

#4#7

#5#6




124 Chrysler

Front and Rear Endplay

Using Adapter 8266-17 from End-Play Tool Set 8266 (1) and Dial Indicator C-3339 (2),

measure and record the input shaft end-play. The correct end-play is 0.52-0.74 mm

(0.020-0.029 in.). Adjust as necessary.

27 = 1.57 mm (0.062 in.)

28 = 1.71 mm (0.067 in.)

29 = 1.85 mm (0.073 in.)

30 = 1.99 mm (0.078 in.)

31 = 2.13 mm (0.084 in.)

32 = 2.27 mm (0.089 in.)

33 = 2.41 mm (0.095 in.)

34 = 2.55 mm (0.100 in.)

35 = 2.69 mm (0.106 in.)

36 = 2.83 mm (0.111 in.)

37 = 2.97 mm (0.117 in.)

38 = 3.11 mm (0.122 in.)

39 = 3.25 mm (0.128 in.)

40 = 3.39 mm (0.133 in.)

41 = 3.67 mm (0.144 in.)

68RFE

Install the chosen selectable

bearing spacer on thenumber 5 thrust bearing and

re-measure end-play to

verify selection.




125Chrysler

Using an alignment plate, output shaft endplay Socket 8266-20, handle from

End-Play Tool Set 8266 (2) and Dial Indicator C-3339 (3), measure and record the

output shaft end-play. The correct output shaft end-play is 0.25-0.52 mm (0.010-0.020

in.). Adjust as necessary. Install the chosen output shaft selective bearing spacer and

re-measure end-play to verify selection.

09 = 2.18 mm (0.086 in.)

10 = 2.33 mm (0.092 in.)

11 = 2.48 mm (0.098 in.)12 = 2.63 mm (0.103 in.)

13 = 2.78 mm (0.109 in.)

14 = 2.69 mm (0.115 in.)

43 = 3.08 mm (0.121 in.)

16 = 3.23 mm (0.127 in.)

17 = 3.38 mm (0.133 in.)

18 = 3.53 mm (0.139 in.)

19 = 3.68 mm (0.145 in.)

Measuring Output Shaft Endplay

68RFE

Selective Plate




126 Chrysler

Bearing Location and Position

Pay close attention when installing the needle bearings. To assure that they get proper

lubrication they must be installed so that the oil ows smoothly over the bearing and

return to uid sump.

Bearing #1 through #12 appear in the order from front (rst in input drum) to rear (last

in adapter housing).

68RFE




127Chrysler

68RFESpecifications




128 Chrysler

68RFESpecifications (continued)




129Chrysler

AS68RC

The AS68RC is an Aisin Seiki 6-Speed rear wheel drive transmission. Primarily used for

commercial trucks this unit also goes in the Dodge pickups.

Identification




130 Chrysler

AS68RCClutch and Band Application Chart




131Chrysler

AS68RCSolenoid Description and Operation This transmission uses 4 self-grounded ON/OFF solenoids and 4 PWM (linear) solenoids

that are TCM grounded.

The ON/OFF Solenoids A, B, & C (S1, S2 & S3) are used in combination with Linear

Solenoids A, B, & C to precisely apply and release the clutches for all forward and re-

serve gears operations. ON/OFF Solenoid D (S4) and Linear Solenoid D control Lockup.

Use the following chart to troubleshoot shifting concerns.




132 Chrysler

Service Intervals are 30,000 miles. Change Filter only if oil is contaminated.

Use ONLY AS68RC Fluid Part Number #05 189977AA.

CAUTION: Any other Fluid CAN result in shift concerns or damage.

Capacity 14-15 Qts. (Overhaul) or 7.2Qts. (Service)

AS68RCService Information

-Note Temperature

(See Chart)

-Check Fluid LevelIdling in Park

Drain Plug




133Chrysler

AS68RCPressure Specifications and Tap Locations

Line Pressure

K1 ClutchK3 Clutch

B2 Brake

TCC ApplyB1 Brake

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




134 Chrysler

AS68RCOverhaul Tips The Low/Rev (F1 Sprag) is located in the case with two snap rings. Make an alignment

mark so the Sprag goes back to it original position. There are two (2) lugs opposite of

each other,make sure they are installed straight up and down in the case. If you forget,

the rear extension housing won’t t.

L/R Sprag The Manufacturer does not

recommend dissassmbling the

L/R Sprag assembly.

The Washer goes on the

backside of the spring

Make an alignment mark

so the Sprag goes back to

it’s original position.




135Chrysler

AS68RCB2 Brake PistonWhen removing the B2 Brake Piston, the factory recommends using Tool MD991790.

However you can use a Sun Gear Shell from an RE4R01A or a usable substitute. This

will allow you to compress the spring to gain access to removing the snap ring.

The RE4R01A sun shell

does the job well.




136 Chrysler

AS68RCChecking Clutch Travel

Assemble the clutch stack, note the clutch travel specications listed. Setup your dial

indicator as shown and apply 58-78 psi to compress the clutch plates. Selective reaction

plates are available if an adjustment is required.

Use a dial indicator to check clutch pack travel. The clutch pack should compress evenly

with 58-78 psi applied.

Clutch Specications:

B1 0.061 - 0.071

B2 0.072 - 0.090K1 0.059 - 0.069

K2-K3 0.063 - 0.071

Clutch apply port

The clutch diameter is so large that the traditional feeler gauge method may cause

a false reading. This is an example using the K1 Clutch assembly.




137Chrysler

AS68RC Accumulator Identif ication and Location

Purple

Spring

No ColorSpring

YellowSpring

Factory Specications

The Springs may be different in color then the factory specications, during our

overhaul the spring colors shown were the colors we removed from the transmis-sion. The Chart lists the factory specications.




138 Chrysler

AS68RCSolenoid and Pressure SwitchesUse the illustration to identify the solenoids and pressure switch and wiring colors

during dissassembly and assembly.




139Chrysler

AS68RCSolenoid and Pressure SwitchesMake sure all of the pressure switches are wired correctly

This ball is

over 1 inch in

diameter




140 Chrysler

Lower Valve Body Exploded View

AS68RC

2

17

18

158

765

4

3

1

11

10

9

20

19

1. Large Check Ball Capsule

2. Lockup Control Valve

3. Shift Valve #4

4. Control Valve #3 for K1 & K3 (Use 3 Clips)

5. Linear Solenoid C

6. Linear Solenoid A7. Control Valve #1 for K1, K2 & B1 (Use 4 Clips)

8. Linear Solenoid B

9. Control Valve #2 for K3 & B2 (Use 6 Clips)

10. On/Off Solenoid A

11. Pressure Switch #3




15. On/Off Solenoid D

16. Pressure Switch #617. On/Off Solenoid B


19. On/Off Solenoid C

20. On/Off Solenoid D

13 14

16

12




141Chrysler

Upper Valve Body Exploded View

AS68RC

1 10

9

8

7

6

5

4

3

2

Drain Valve (Check valve for clutch exhaust oil to drain to pan)1.

Change Valve (Modies control pressure into line pressure for clutch operation)2.

Manual Valve (Directs oil depending on driver selection)3.

Check Valve4.

Modulator Valve (Regulates oil for solenoid operation)5.

Shift Valve (Identied as number 3 shift valve)6.


Check Valve8.


10. Check Ball Capsule

Filter




142 Chrysler




143Chrysler




144 Chrysler



4 X 4


145

Table of Contents4X4ALL Noise and Vibration ................................................146

4WD Identication ..................................................147

Crow Hopping .........................................................148

Diagnostic Checks ..................................................149

GM Electronic 4X4 System Diagnosis ......................154

ITM 3e AWD System

Introduction ...........................................................159

Components ...........................................................160



4 X 4


146

Noise and vibration concerns seem to be the number one complaint on today’s

fourwheel drive systems. Some noises or vibrations in all-wheel, four-wheel, or part-time

fourwheel drive systems may be normal operational characteristics for that particular

system.

The key to diagnosing noises and vibrations is to know what is normal operating char-

acteristics and what is not. One of the easiest ways to determine if a noise or vibration is

abnormal is to compare the customer’s vehicle with a similar vehicle. Similarities should

include: Vehicle type (truck, extended cab or short bed, SUV mileage, and equipment). A

comparison drive should make it easy to determine if the noise or vibration is abnormal

or not.

Some noise and vibration is normal, particularly in part-time four-wheel drive systems

when vehicles are operated in fourwheel drive mode on high traction surfaces such as

clean dry pavement. These noises or vibrations are usually a result of driveline loading,

binding or wind-up and will increase as the vehicle turning radius decreases, this may

be normal operation for your particular system. Each type of Four-Wheel drive system

has its own particular operating characteristics.

Noise and Vibration



4 X 4


147

All-Wheel Drive Systems:

All-wheel drive systems offer the most transparent system operation. However, they do

have some driving characteristics such as torque steer not found on two-wheel drive ve-

hicles. Generally, all-wheel drive systems are quieter than similar four-wheel drive sys-

tems operated in 4HI, and certainly quieter than in 4LO ranges. On-demand all-wheel

drive systems do not operate until wheel slip is detected and the driver may hear or feel

the system engage and disengage at times, which is normal.

Part-Time Four-Wheel Drive Systems:

With part-time four-wheel drive systems, engagement and disengagement of the systemcan be noticeable. These systems are designed to be used on loose traction surfaces

such as snow, mud or loose dirt. Driveline binding may occur if operated on high trac-

tion surfaces such as hard pavement.

On-Demand Four-Wheel Drive Systems:Automatic or on-demand systems are more transparent than part-time systems. In

“auto” mode, a clutch pack allows for the difference in axle speeds and operates like an

all-wheel system.

4WD Identification



4 X 4


148

All Systems“Crow Hopping”

“Crow hopping” is a common concern on four-wheel drive systems and is due to

driveline binding or wind-up. As the vehicle turns, the front and rear axles follow a

different arc and turn at different speeds, this results in a bind and the only way to

compensate for this is for the wheels to slip. Evidence of this condition can sometimes

be found on the tire surfaces. One or more tires may show signs of small scratches or

scufng, around the tire circumference, and are caused by the tire slipping across the

road surface while turning.



4 X 4


149

There are some basic checks and tire inspections that can be performed in your service

bay and on the road that can help isolate the cause of the driveline noise.

AWD and 4WDDiagnostic Checks



4 X 4


150

Garage Shift Check:In the service bay, listen for noises or vibrations as you compare each gear range. Be

sure to operate the vehicle in all ranges with the four-wheel drive system engaged in

both Hi range and LO range. Check for noises, vibrations, or gear grinding during en-

gagement.

Road Test Check: Take the vehicle for a test drive, again operating the vehicle in all ranges including HI

and LO ranges. Use the “auto” feature if your vehicle is so equipped. Drive in a straight

line as well as in turns. Drive the vehicle with and without acceleration load. Try todetect driveline noise or vibrations. Try to recreate the same driving conditions as when

the customer experiences the noise or vibration. Sometimes a bad road surface can

cause unusual noises or vibrations. Remember, you can’t diagnose a problem if you

can’t duplicate it.

Tire Check:Check all tires to make sure they are all the same size and brand. Different brands may

have different circumferences, even though they are the same size. Look for uneven tire

wear. Tires with different tire wear will roll at different rates and speeds.

Diagnostic Checks (continued)

AWD and 4WD



4 X 4


151

Tire Infation Check:Always check your tire pressure. Proper and even tire pressure is very importantespecially with “on-demand” or “all-wheel” systems. A tire with low pressure will roll ata different rate than a tire at the proper pressure. As little as 2 pounds per square inchdifference between tire pressures has been known to cause four-wheel drive systemdrivability concerns.


AWD and 4WD



4 X 4


152

Rolling Tire Circumference Check:Performing the rolling tire circumference check is the easiest and fastest way to tell

if you’re having a tire circumference concern. Start by marking all the tires at the six

o’clock position. Drive forward on a at surface in a straight line for a minimum of 10

complete tire revolutions. Bring one tire back to the six o’clock position. Check all tires

to verify that all tires are within ½” of the six o’clock position. Tires that do not match

will have to be replaced, usually as a complete set (all four tires).


AWD and 4WD



4 X 4


153

Tire Replacement Criteria:All four tires must be the same brand, size, and speed rating. If a tire must be replaced,

the remaining tires must have at least 30% of the tread remaining. Any tires with less

than 30% tread remaining, as compared with the new tire, will have to be replaced.

Default Operation:Most electronic transfer case systems have sophisticated software or built-in logic. The

TCCM or GEM system will not allow four-wheel low range to engage unless all

parameters are met, and will stay in the previously commanded range. These

parameters include but are not limited to, transmission in neutral and vehicle speed isless than three miles per hour. Some vehicles with the GEM system will not engage four-

wheel low range if the GEM thinks that the drivers door is open.

Noise Isolation: There are several tools available today to help isolate noises and vibrations. One of the

most helpful tools out there is “Chassis Ears” or even a vacuum hose. “Chassis Ears” is

an electronic stethoscope that is available from your local tool supplier. An Electronic

Vibration Analyzer (EVA) is also available.


AWD and 4WD



4 X 4


154

The early NV233 systems up to 2004, found on Blazer, S-10 trucks and Tahoe applica-

tions, will not allow data or code retrieval with a scanner, however manual code retrieval

is available. To retrieve codes manually, locate the data link connector (DLC) near the

right side of steering column. Install a jumper wire between the diagnostic pigtail (or-

ange wire at DLC terminal No.13) and ground. Turn ignition switch on and observe the

4WD selector switch status lights. After approximately 3 second, if there is a code in the

TCCM system, the 4WD selector switch lights will start to ash. All NV233 transfer case

codes are single digit codes. These codes are:

Code #1: TCCM Internal Fault

Code #2: Encoder Circuit Fault

Code #3: Motor Circuit Fault

Code #4: TCCM RAM/ROM Fault

To clear codes: Remove T/L CTSY (20 amp) fuse (“T” series) or “T-CASE” fuse (“K” series);

wait 2 ½ minutes and then reinstall fuse. Cycle ignition 5 times, codes should be cleared

from TCCM.

When attempting to retrieve codes from the NVG233 transfer case system, you may

encounter inoperative 4WD lights. If the 4WD lights are inoperative, check the 10-amp

“Gauges” fuse (fuse #4) located in the instrument panel fuse block. If the 10-amp “gaug-

es” fuse is good, inspect the 20-amp “4WD” fuse (fuse #19) also located in the instru-

ment panel fuse block.

If either fuse is blown, repair the affected circuit as needed. The next step is to check

the TCCM power feed circuits at terminals #C6, C8, D14 & D15 for 12vdc with the igni-

tion on, and the ground circuits at terminals #C10, D10, D12 & D13 for a good path

to ground. The ground path should have less than a 0.05vdc voltage drop. After verify-

ing good power and grounds to the TCCM, the next step is to check for power on TCCMterminals #C11, C12 & C13 with the ignition on. A quick and easy test for the 4WD light

system is to ground TCCM terminals #C11, C12 & C13 individually and see if each 4WD

light illuminates.

If each 4WD light illuminates, the 4WD light circuits are intact. Suspect a possible

TCCM problem. Refer to the TCCM connector views to determine the correct terminal

locations.

G.M. Electronic 4x4 SystemDiagnosis



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155

Code #1: TCCM Internal Fault:Attempt to clear code #1. If the code resets, turn ignition switch on and check for battery

voltage on circuit #1640 (orange wire) at TCCM terminals #D14 & D15. If battery voltage

is found at TCCM terminals #D14 & D15, check the TCCM ground circuits #150 (black

wire) at terminals #C9, C10, D10, D12 & D13. If the TCCM has good power and ground

circuits, replace the TCCM and recheck the 4x4 system operation.

G.M. Electronic 4x4 SystemDiagnosis (continued)

C9Blk/Ylw

D15ORGD14

ORG

D12Blk

D11Blk

D10Blk

C10Blk



4 X 4


156


Code #2: Encoder Circuit Fault:Attempt to clear code #2. If the code resets, disconnect the transfer case harness con-

nector. Turn the ignition switch on and check for a 5vdc signal coming from the TCCM

to the transfer case harness connector terminals #1, 2, 4, & 8 (encoder circuits A, B, C &

D). If the TCCM is delivering a 5vdc signal to the encoder circuits, go to the next step.

The next step is to measure the resistance of the internal encoder circuits to the trans-

fer case ground. If the resistance to case ground is less than 5ohms on any one of the

internal encoder circuits, replace the encoder/motor assembly. If the resistance on the

internal encoder circuits are greater than 5ohms, check the resistance of circuit #1554(black/yellow wire) from the TCCM terminal #C9 to the encoder/motor connector termi-

nal # 3.

If the resistance is less than 2ohms, replace the TCCM. (Warning: always check the

TCCM power and grounds before replacing the TCCM)

#2Dk BL/Wht

#4Brn/Wht

#1Ylw/Blk

#8Red/Wht

C9Blk/Ylw

#3Blk/Ylw



4 X 4


157

Code #3: Motor Circuit Fault:Attempt to clear Code #3. If the code resets, check 20 amp “4WD” fuse (fuse #19) located

in instrument panel fuse block. If the 4WD fuse is blown, repair the circuit as needed.

If the 4WD fuse is not blown, turn the ignition switch on and while moving the 4WD

selector switch between 4HI and 4LOW positions, measure the voltage at the encoder/

motor connector terminals # 6 & #7. The voltage should alternate from positive 12vdc to

negative 12vdc while moving the selector switch between 4HI and 4LOW positions.

If voltage alternates from positive to negative, replace the encoder/motor assembly. Ifvoltage does not alternate from positive to negative, check the motor control circuits

going back to the TCCM. If the motor control circuits are good, suspect a faulty TCCM.


#7Black

#6Red

C16Black

D1Red



4 X 4


158


Code #4: TCCM RAM/ROM Fault:Attempt to clear code #4. If the code resets, check for power (12vdc) at TCCM terminals

#C6, C8, D14 & D15. Then check the TCCM ground circuits at TCCM terminals #C10,

D10, D12 & D13. If the TCCM power and ground circuits are okay, replace the TCCM.

(The vehicle used for this example was a 1996 Chevrolet Blazer 4.3L equipped with a

4L60E transmission and a NVG233 transfer case system. Refer to the four-wheel drive

system connector terminal identication chart and specic wiring schematics for your

particular vehicle)

C8Pink

D15ORGD14

ORG

D12Blk

D11Blk

D10Blk

C10BlkC6ORG



4 X 4


159

What’s New in AWD: The ITM 3e system is just one of the latest interactive all-wheel drive systems available

as part of BorgWarner’s growing “iTrac ®” torque management systems portfolio. Borg-

Warner has a full line of active torque management devices focused on the needs of the

ever expanding all-wheel drive market, such as the new “NexTrac®” all-wheel drive

system being launched in 2009 Hyndai Santa Fe and/or the Cadillac CTS’s “ITM®”

all-wheel drive system also being launched this year.

These all-wheel drive systems are among the most advanced interactive all-wheel drive

systems available in the world today.

A Closer Look at the “ITM 3e®” System:

The “ITM 3e®” system uses sophisticated controls and algorithms to sense wheel slip

and can seamlessly convert to an all-wheel drive system within milliseconds. This

enhances vehicle handling by optimizing vehicle traction to both the front and rear

wheels when needed.

While driving at highway speeds, the “ITM 3e®” system reduces torque transfer to the

rear wheels, which improves fuel economy when compared to a full-time all-wheel drive

system. The “ITM 3e®” system is designed to work in conjunction with other vehicle on-

board systems such as the anti-lock brake system (ABS) and the electronic ride stability

system to provide improved traction and stability when needed.

Electronically Controlled All-Wheel Drive System:

The “ITM 3e®” system requires no front-to-rear slippage to activate the all-wheel drive

system, unlike other all-wheel drive systems that rely on pumps or a viscous fuid to

transfer torque to the non-driving wheels when needed. This system transfers torquesolely in response to accelerator pedal position and other vehicle system inputs.

This electronically controlled all-wheel drive system does not incorporate traction

control. The all-wheel drive system does not aid in side-to-side traction. The anti-lock

brake system (ABS) is responsible for side-to-side traction using brake intervention

programming.

ITM 3e AWD SystemIntroduction



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160

The electronically controlled all-wheel drive system includes:

• An All-Wheel Drive ECM (AWD ECM)

• A Power Transfer Unit (PTU) or transfer case

• A two-piece drive shaft

• An Electronically Controlled Coupling (ECC)

• A Rear Differential assembly

• Axle shafts

Components

ITM 3e AWD SystemComponents



4 X 4


161

ECM

The AWD ECM communicates with the ABS control module and the PCM over the CAN

C “BUS” system. The AWD ECM uses the wheel speed sensor inputs from the ABS

module to monitor wheel speeds relative to one another and also determine the vehicle’s

actual speed. The AWD ECM uses this information along with the accelerator pedal posi-

tion to determine how much torque is to be transferred to the rear wheels.

The AWD ECM then sends an electrical current to the ECC that is proportional to the

amount of torque required. This allows the torque transfer to the rear wheels, to be

ne-tuned to the amount of traction actually needed.

ITM 3e AWD SystemComponents (continued)



4 X 4


162

The power transfer unit (PTU) or transfer case is mounted to the right side of the

transmission. The right axle half-shaft passes through the power transfer unit and

drives the right front wheel. The power transfer unit transfers torque from the driving

wheels to the rear differential through the drive shaft and electronically controlled

coupling (ECC).

ITM 3e AWD SystemPower Transfer Unit (PTU)



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163

The Electronically Controlled Transfer Case (ECTC) The purpose of the ECTC is to transmit torque to the rear wheels by way of a two-stage

clutch system. The low torque electromagnet powered clutch, is controlled by the AWD

ECM.A cam and ball mechanism amplies the force of the low torque clutch, applying the wet

multi-disc main clutch that transmits torque to the rear wheels. The wet clutch is

similar to clutch packs in automatic transmissions.

Two Piece Drive Shaft: The two piece drive shaft connects the power transfer unit to the electronically controlled

coupler. A center bearing supports the drive shaft and a center plunge type joint com-

pensates for movement between the engine/power transfer unit and the electronically

controlled coupling.

ITM 3e AWD SystemTwo Piece Drive Shaft and the ECTC



4 X 4


164

The rear differential assembly of the “ITM 3e®” system consists of the electronically con-

trolled coupling and the rear differential. The rear differential uses the torque provided

by the electronically controlled coupling to drive the rear wheels. The electronically

controlled coupling is not serviceable and must be replaced as an assembly.

Axle Shafts:

The axle shafts are internal to the rear differential assembly. The purpose of the axle

shaft is to transfer torque from the differential carrier to the wheels.

ITM 3e AWD SystemThe Rear Differential Assembly and Axle Shafts



4 X 4


165

The electrically controlled all-wheel drive system includes the following electrical

components:

• The AWD Electronic Control Module (AWD ECM)

• The Anti-lock Brake System (ABS)and wheel speed sensors

• The Electronically Controlled Coupling (ECC)

ITM 3e AWD SystemHow Does the “ITM 3e®” System Work?



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166

Closed Loop Operation:

In closed-loop operation, the AWD ECM uses inputs from the ABS control module todetermine the proper torque transfer as needed. Power to the rear wheels is also

modulated under the following conditions.

• Front wheels slipping on ice while backing will transfer torque to the rear wheels

• Loss of traction at freeway speeds, as in hydroplaning, will transfer torque to the

rear wheels.

Both open-loop and closed-loop modes are always active with the closed-loop mode

layered on top of the open-loop mode to increase torque to the rear wheels when needed

to maintain traction in extreme situations.

The system has four operating modes:• Open loop

• Closed loop

• Wheel speed dependent

• Vehicle dynamics enhancement

The AWD ECM also interfaces with the ABS/Stability ride control system and the trac-

tion control system. This interface allows the ABS system to inuence rear wheel torque

transfer through the EEC and helps the driver maintain control of the vehicle.

Open Loop Operation:In high power demand situations, the all-wheel drive system immediately starts engag-

ing the electronically controlled coupling, transferring a high percentage of torque to

the rear wheels. This prevents front wheel slippage, as power is transmitted to all four

wheels. This mode of operation is called open-loop operation, because the AWD ECM

does not use inputs from the ABS system to control the torque transfer to the rear

wheels.

ITM 3e AWD SystemOperating Systems



4 X 4


167

Vehicle Dynamics Enhancement:Additional AWD ECM calibrations control the torque being sent to the rear wheels for

improved handling at speeds between 25 mph and 65 mph. At these speeds, the systemincreases torque to the rear wheels during cornering. Above 70 mph. and under normal

driving conditions, the AWD ECM strategy provides minimal torque transfer to the rear

wheels to increase fuel economy.

Wheel Speed Dependent Operation:Wheel Speed dependent mode is independent of the open-loop and closed-loop modes,

using wheel speed differences to determine when the vehicle is turning in a tight turn.

This condition is indicated by a large difference in the side-to-side wheel speeds. This

causes the AWD ECM to reduce torque to the rear wheels which prevents binding in the

driveline.

ITM 3e AWD SystemOperating Systems (continued)



4 X 4


168



4 X 4


169



4 X 4


170




171ToyotaTable of Contents

ToyotaU250E

Description .............................................................172

Solenoid, Clutch, Brake, and One Way Application .173

Centrifugal Fluid Pressure Canceling Mechanism ....174

Solenoid Identication and Locations ......................177

Pressure Regulator Setting ......................................178

Valve Body Identication.........................................179

Large Check Ball Locations .....................................183

Small Check Ball Locations .....................................184

Check Valve Locations ............................................185

Accumulator Piston and Spring ID and Location .....186

SL and SLT Solenoid Description ............................187

DSL, S4 and SR Solenoid Description .....................188ECM Inputs and Outputs ........................................190

ECM Basics ............................................................191

Solenoid Codes .......................................................192




172 Toyota

U250EDescription




173Toyota

U250ESolenoid, Clutch, Brake and One-Way Clutch

Application




174 Toyota

U250ECentrifugal Fluid Pressure Canceling

Mechanism To prevent the generation of pressure by the centrifugal force that is applied to the uid

in the piston when the clutch is released, a check ball is provided to discharge the uid.

This check ball prevented bind ups and clutch ll apply time.

The later design uses lube oil on the front side of the piston to aide in the release of the

clutch as shown.




175Toyota

The balance piston creates a piston uid pressure chamber that uses lube oil to create

centrifugal uid pressure on top of the piston. This will counteract any centrifugal pres-

sure created on the bottom or apply side of the piston.

This eliminated the need to discharge the uid through the use of a check ball, and a

highly responsive and smooth shifting characteristic has been achieved.


Mechanism (continued)




176 Toyota


Mechanism (continued)

Clutch Apply

Lube Oil

Clutch Apply

O/D Drum

O/D Piston

O/D Direct

Clutch Piston

O/D Direct

Clutch Balance

Piston




177Toyota

U250ESolenoid Identification and LocationsIt is important to identify the differences between how the repair manuals and the parts

manuals list the solenoids, use the chart below for ordering reference.




178 Toyota

U250EPressure Regulator Setting

There is no factory setting information available at this time. Be sure to mark the setting

before dissassembly. It is model dependent and will vary from model to model.

Mark both, the

valve body and the

PR adjuster prior

to removal




179Toyota

U250EValve Body Identification

During disassembly, inspect the valves and bores for wear and scoring. Use the following

pages for reference during your rebuild.

2007 Model Upper Valve Body




180 Toyota

U250EValve Body Identification (continued)

2007 Model Upper Valve Body (continued)




181Toyota

U250EValve Body Identification (continued)

2007 Model Lower Valve Body




182 Toyota

U250E2005-2006 Valve Body Identification




183Toyota

U250ELarge Check Ball Locations

There are three (3) large check balls in the upper portion of the valve body. These check

balls are steel and are used for exhausting oil, make sure the check balls seat properly

before reusing.

Check Ball Sizes: 0.394 (10mm)




184 Toyota

U250ESmall Check Ball Locations There are eleven (11) check balls in the main portion of the valve body. All of the check

balls are composite, make sure the check balls seat properly before reusing. It is

recommended to replace the check balls during every rebuild.




185Toyota

U250ECheck Valve Location

The torque converter check valve and spring must be installed as shown. Failure to

install it correctly or not at all will result in a converter charge related concern.

Spring size:

H: 0.909W: 0.436

D: 0.039




186 Toyota

U250E Accumulator Piston and Spring Identificationand Locations

B1 C1C0

L a r g e : R e d

S m a l l : O r a n g e

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

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

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




187Toyota

U250ESL and SLT Solenoid Description The linear solenoid valve SLT controls the transmission line pressure for a smooth shift

based on signals from the throttle position sensor and the vehicle speed sensor. The

ECM adjusts the duty cycle of the SLT solenoid valve to control hydraulic line pressure

coming from the primary regulator valve.

The solenoids valves SL1, SL2, SL3, and SLT have the same basic structure.




188 Toyota

U250EDSL, S4 and SR Solenoid Description The Solenoid Valve SR controls the solenoid relay valve. The uid passages from the

solenoid valve DSL and S4 have been redesigned starting in 2007.

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




189Toyota

U250EDSL, S4 and SR Solenoid Description(continued) The S4 solenoid valve, when commanded “ON”, controls the 4-5 shift valve to stroke

against the spring. Fifth (5th) gear is established by removing pressure applied to the B3

brake and applying pressure to the C3 clutch.

5th Gear Shown

4th Gear Shown




190 Toyota

U250EECM Inputs and Outputs The ECM combines both the Engine CPU and the Transmission CPU. The inputs from

the engine and transmission sensors are used to control shift timing and feel. The

strategy is derived from emissions related devices.




191Toyota

U250EECM Basics

This diagram should be used as a quick reference to identify what controls the

transmission.




192 Toyota

U250E

P0746 Pressure Control Solenoid “A” Performance (Shift Solenoid Valve SL1)

P0748 Pressure Control Solenoid “A” Electrical (Shift Solenoid Valve SL1)

P0776 Pressure Control Solenoid “B” Performance (Shift Solenoid Valve SL1)

P0778 Pressure Control Solenoid “B” Electrical (Shift Solenoid Valve SL1)

P0796 Pressure Control Solenoid “C” Performance (Shift Solenoid Valve SL1)

P0798 Pressure Control Solenoid “C” Electrical (Shift Solenoid Valve SL1)

P0766 Pressure Control Solenoid “D” Performance (Shift Solenoid Valve SL1)

P2716 Pressure Control Solenoid “D” Electrical (Shift Solenoid Valve SL1)

P0982 Shift Solenoid “D” Control Circuit Short (Shift Solenoid Valve S4)

P0983 Shift Solenoid “D” Control Circuit Open (Shift Solenoid Valve S4)

P0771 Shift Solenoid “E” Performance (Shift Solenoid Valve SR)

P0985 Shift Solenoid “E” Control Circuit Short (Shift Solenoid Valve SR)

P0986 Shift Solenoid “E” Control Circuit Open (Shift Solenoid Valve SR)

P0741 Torque Converter Clutch Solenoid Performance (Shift Solenoid Valve DSL)

P2769 Torque Converter Clutch Solenoid Short (Shift Solenoid Valve DSL)

P2770 Torque Converter Clutch Solenoid Open (Shift Solenoid Valve DSL)

Solenoid Codes




193Toyota




194 Toyota



Mercedes


195Table of Contents

Mercedes722.9

Introduction ...........................................................196

Limp Mode ..............................................................197

Electronic Control Components...............................198

Shift Sequences ......................................................200

Fluid Level Float Function ......................................201

Speed Sensor Function ...........................................202

Clutch Component Location and Apply Chart .........203

Torque Converter ....................................................204

Power Flow 1st Gear ...............................................205

Power Flow 2nd Gear ..............................................206

Power Flow 3rd Gear ...............................................207

Power Flow 4thGear ................................................208Power Flow 5th Gear ...............................................209



Power Flow Reverse Gear “S” Mode .........................212

Power Flow Reverse Gear “C” Mode .........................213

Vehicle Towing and Fluid Types ..............................214

722.6

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



Mercedes


196

The 722.9 transmission can be found in the Mercedes 2004-06 SL500, 2005 & up

CL500, E500, S430, 500, SLK350, 55 AMG, 2006 & up C230, 280, 350, CLK350,

CLS500, E350, E63 AMG, R350, 500, SLK280 and 2007 & up CLK550, CLS550, CL600,

CLS63 AMG, E550, E63 AMG, GL320, 450, ML350, 500, ML63 AMG, R63, and S550.

This 5th generation transmission is the rst 7 speed automatic produced by Mercedes

Benz. The Mercedes designation for this transmission is New Automatic Gearbox 2

(NAG2) or 7G – Tronic. Along with 7 forward speeds this unit also has 2 reverse gears

ratios (similar to the 722.6) depending on whether it's in the Sport or Comfort mode.

Shift Strategy

Shift strategy improvements include:•

Shorter computer reaction time by 0.1 second•

Downshifts shortened by up to 0.2 seconds•

Coasting downshifts shortened by 0.4/2.5 seconds•

37-47 MPH acceleration times shortened by 23-28% (model dependant)•

Fuel consumption reduced by up to 4%•

Noise levels reduced, due to lower engine speed in 5th, 6th & 7th gear at constant•

vehicle speed

Flexible adaptation to vehicle and engine•

722.9Introduction

Variable Shift Programming

There are two basic shift programs that can be varied by the customer (similar to the

722.6) using the S or C button on the Electronic Shifter Module (ESM).

“S” ( Sport)

1st gear starts•

Normal shift points•

Reverse gear 1 (-3.416:1)•

“C” (Comfort)

2nd gear starts•

Earlier up-shifts and later downshifts•Reverse gear 2 (-2.231:1)•

Note: Transmission will start in rst gear if any of the following conditions apply:1st gear is manually selected•

3/4 to full throttle acceleration from start•

Cold engine temp (pre-catalytic warm up)•



Mercedes


197

Emergency function or Limp-home mode: There are a variety of failsafe modes;

If a solenoid is defective, the gear affected is blocked, example: (solenoid Y3/8y7-B3•

clutch is defective: no 1st, 7th or Reverse in “S” mode)

If hydraulic fault prevents a gear from engaging then the previous gear will be•

applied.

If the computer defaults while driving, all solenoids will be turned off. Solenoids that•

are normally open will allow full pressure to selected clutches and the transmission

will be in 6th gear. After shifting to “P” oil pressure from K2 solenoid is redirected

to B2/BR solenoid via emergency operation valves and the transmission will nowachieve 2nd in “D” and Reverse.

722.9Limp Mode



Mercedes


198

722.9Electronic Control ComponentsTransmission Control Module (Y3/8n4) (ash capable)Working Pressure Control Solenoid (Y3/8y1) (line/normally open)

K1 Clutch Solenoid (Y3/8y2 ) (normally closed)•

K2 Clutch Solenoid (Y3/8y3) (normally open)•

K3 Clutch Solenoid (Y3/8y4) (normally open)•

B1 Brake Clutch Solenoid (Y3/8y5) (normally open)•

B2 Brake Clutch Solenoid (Y3/8y6) (normally closed)•

B3 Brake Clutch Solenoid (Y3/8y7) (normally closed)•

Torque Converter Lock Up Solenoid (Y3/8y8) (normally closed)•

Note:Normally Closed: high current high pressure/no current no pressure

Normally Open: no current high pressure/high current low pressure

Normally Open solenoids are used for Limp Mode w/no current to transmission.

Two Oil Floats

Oil Control Float 1 (31)•

Oil Control Float 2 (32)•

Three Speed Sensors (3)(The following components are integral to the valve body assembly)

Turbine RPM Sensor (Y3/8n1) (front)•Internal RPM Sensor (Y3/8n2) (center)•

Output RPM Sensor (Y3/8n3) (rear/hall affect)•

Range Sensor

Selection Range Sensor (Y3/8s1)Y3/8s1 Range sensor: Soldered to ECM ribbon•

cable/ not replaced separately/Permanent Magnetic Linear Contactless Displacement

(PLCD) sensor/Permanent magnet on manual valve changes magnetic eld and

output voltage/ if not relearned or faulty will cause limp mode.

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



Mercedes


199

722.9Electronic Control Components (continued)



Mercedes


200

722.9Shift SequencesShift SequencesIn addition to sequentially shifting through gears, the 722.9 downshift programming will

allow the transmission to skip gears. Provided that only one member is released and one

member is applied.



Mercedes


201

722.9Fluid Level Float Function To prevent oil foaming from the geartrain rotating in the uid, oats were designed to

be installed between the case and the valve body. When the uid sloshes or uid level is

increased the oats block off oil from entering the geartrain area.



Mercedes


202

722.9Speed Sensor Function The Front speed sensor Y3/8n1; monitors Turbine speed (input shaft/small ring gear).

The Center speed sensor Y3/8n2 monitors Ravigneaux carrier speed (ring gear of rear

planet). The Rear speed sensor Y3/8n3 monitors Park Pawl gear (exciter ring/2 hall

effect)

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



Mercedes


203

722.9Clutch Component Location and ApplyChartGear ratios are achieved with one Ravigneaux and two Simple planetary assemblies.

4 Multi-Disc Brakes•

3 Multi-Disc Clutches•

No Sprag•



Mercedes


204

722.9Torque Converter The torque converter operates in an open slip mode in all seven forward gear. In other

words lock up is never fully achieved. The converter is open in 1st and 2nd gear if the

throttle and the output shaft speed are in “Zone A”. The converter is in slip-control in

all seven (7) forward gears if the throttle and the output shaft speed are in “Zone B”. Oil

feed pressure to the converter is varied depending on the amount of slip.

The lock-up clutch will turn off and the transmission will shift to a lower gear at oil

temperatures of 140°C or higher. The Torque converter holds four (4) liters of uid and

incorporates damper springs integral to lock up clutch to reduce vibration.



Mercedes


205

722.9Power Flow 1st Gear

2 Turbine wheel A Input

3 Stator B Output

4 Impeller BR Multi-disk brake BR

5 Small internal-geared wheel B1 Multiple-disc brake B1

6 Dual planet carrier B2 Multiple-disc brake B2

7 Sun gear B3 Multiple-disk brake B38 Large internal-geared wheel K1 Multi-disk clutch K1

9 Internal-geared wheel K2 Multi-disk clutch K2

10 Planet carrier K3 Multi-disk clutch K311 Sun gear 12 Internal-geared wheel PL2k Short planet gears

13 Planet carrier PL2l Long planet gears

14 Sun gear PL6 Planet gears

16 Torque converter lockup clutch PL9 Planet gears

The Ravigneaux Planet Small Ring Gear (5) is driven by the Input Shaft. The Long Planet

Gears (PL2l) drive the Short Planet Gears (PL2k) to rotate inside the Large Ring Gear

(8) held by the B3 Brake Clutch. An increase in torque and reduced rpm is transmit-ted to the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates at the

same speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears

(PL6) rotate around the Sun Gear (11) held by the K3 Clutch and rotate the Planet Car-

rier (10). The Single Front Planet Ring Gear (12) is mechanically connected to the Planet

Carrier (10) and rotates at the same speed. Planetary Gears (PL9) rotate around the Sun

Gear (14) which is held by the B2 Brake Clutch and transfers the increased torque and

reduced rotational speed to the Output Shaft through the Planet Carrier (13). The Out-

put Shaft rotates with reduced input speed in the direction of engine rotation at a ratio

of 4.377:1.



Mercedes


206


3 Stator B Output


5 Small internal-geared wheel B1 Multiple-disc brake B16 Dual planet carrier B2 Multiple-disc brake B2







722.9Power Flow 2nd Gear


Gears (PL2l) rotate around the Sun Gear (7) which is held by the B1 Brake Clutch.An increase in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The

Single Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically

connected to the Dual Planet Carrier. The Planet Gears (PL6) rotate around Sun Gear

(11) held by the K3 Clutch and rotate the Planet Carrier (10). The Single Front Planet

Ring Gear (12) is connected mechanically to the Planet Carrier (10) and rotates at the

same speed. Planetary Gears (PL9) rotate around Sun Gear (14) which is held by the B2

Brake Clutch and transfers the increased torque and reduced rotational speed to the

Output Shaft through Planet Carrier (13). The Output Shaft rotates with reduced input

speed in the direction of engine rotation at a ratio of 2.859:1.



Mercedes


207


3 Stator B Output




7 Sun gear B3 Multiple-disk brake B38 Large internal-geared wheel K1 Multi-disk clutch K19 Internal-geared wheel K2 Multi-disk clutch K2





With the K1Clutch engaged, the Ravigneaux Planetary Gear set components (5, 6, 7, 8,

PL2l & PL2k) are locked together and send Input Torque and Input Speed unchanged

to the Ring Gear (9). The Single Rear Planet Ring Gear (9) drives the Planet Gear (PL6)

to rotate around the Sun Gear (11) held by the K3 Clutch and rotate the Planet Car-

rier (10). The Single Front Planet Ring Gear (12) is connected mechanically to the Planet

Carrier (10) and rotates at the same speed. Planetary Gears (PL9) rotate around the Sun

Gear (14) which is held by the B2 Brake Clutch and transfers the increased torque and

reduced rotational speed to the Output Shaft through Planet Carrier (13). The Output

Shaft rotates with reduced input speed in the direction of engine rotation at a ratio of

1.921:1.

Note:

In 3rd gear the Ravigneaux gear set is locked as one. If a gear noise is being diagnosed

and it goes away when in 3rd gear, then check front gear set.

722.9Power Flow 3rd Gear



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722.9Power Flow 4th Gear


3 Stator B Output



6 Dual planet carrier B2 Multiple-disc brake B27 Sun gear B3 Multiple-disk brake B3

8 Large internal-geared wheel K1 Multi-disk clutch K19 Internal-geared wheel K2 Multi-disk clutch K210 Planet carrier K3 Multi-disk clutch K3

11 Sun gear 12 Internal-geared wheel PL2k Short planet gears




With the K1 Clutch engaged, the Ravigneaux Planetary Gear set components (5, 6, 7, 8,

PL2l & PL2k) are locked together and send Input Torque and Input Speed unchanged

to the Ring Gear (9). With the K2 Clutch engaged the Single Rear Planet Ring Gear (9)

and Single Front Planet Ring Gear (12) rotate at the same speed. The Single Rear Plan-

etary system is locked and not involved in the gear ratio. The engaged K2 Clutch drives

the Single Front Planet Ring Gear (12) at Input Speed. The Planetary Gears (PL9) rotate

around Sun Gear (14) which is held by the B2 Brake Clutch and transfers the increased

torque and reduced rotational speed to the Output Shaft through Planet Carrier (13).

The Output Shaft rotates with reduced input speed in the direction of engine rotation at

a ratio of 1.368:1.

Note:

In 4th gear the Ravigneaux and rear gear sets are locked as one. If a gear noise is being

diagnosed and it only goes away when in 4th gear, then check rear gear set.



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3 Stator B Output




7 Sun gear B3 Multiple-disk brake B38 Large internal-geared wheel K1 Multi-disk clutch K19 Internal-geared wheel K2 Multi-disk clutch K210 Planet carrier K3 Multi-disk clutch K311 Sun gear 12 Internal-geared wheel PL2k Short planet gears




With the K1, K2 and K3 Clutch engaged, the Power Flow runs from the Input Shaft via

the locked Ravigneaux Planetary Gear set components (5, 6, 7, 8, PL2l & PL2k) and the

locked Front Single Planetary Gear set (12, 13, 14 & PL9) to the Output Shaft androtate at the same speed as the Input shaft in the direction of engine rotation at a ratio

of 1.000:1.

Note:

In 5rd gear, all gear sets are locked as one. If a gear noise is being diagnosed and it only

goes away when in 5th gear, then check center gear set.



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3 Stator B Output


5 Small internal-geared wheel B1 Multiple-disc brake B16 Dual planet carrier B2 Multiple-disc brake B2


9 Internal-geared wheel K2 Multi-disk clutch K210 Planet carrier K3 Multi-disk clutch K311 Sun gear 12 Internal-geared wheel PL2k Short planet gears





Gears (PL2l) rotate around Sun Gear (7) which is held by the B1 Brake Clutch. An in-

crease in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Sin-

gle Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically connected

to the Dual Planet Carrier. The Planet Gears (PL6) rotate the Sun Gear (11) which rotates

the Sun Gear (14) by the engaged K3 Clutch. Input Torque and Input Speed are trans-

mitted to the Single Front Planet Ring Gear (12) by the engaged K2 Clutch. The speed

difference between the Sun Gear (14) and Ring Gear (12) produces an increased speed

and reduced torque to the Output Shaft through Planet Carrier (13). The Output Shaft

rotates with reduced input speed in the direction of engine rotation at a ratio of

0.820:1.



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3 Stator B Output





9 Internal-geared wheel K2 Multi-disk clutch K210 Planet carrier K3 Multi-disk clutch K311 Sun gear 12 Internal-geared wheel PL2k Short planet gears





Gears (PL2l) drive the Short Planet Gears (PL2k) to rotate inside the Large Ring Gear

that is held by the B3 Brake . An increase in torque and reduced rpm is transmittedto the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates at the same

speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6)

rotates the Sun Gear (11) which in turn rotates Sun Gear (14) by the engaged K3 Clutch

Input Torque and Input Speed are transmitted to the Single Front Planet Ring Gear (12)

by the engaged K2 Clutch. The speed difference between the Sun Gear (14) and the Ring

Gear (12) produces an increased speed and reduced torque to the Output Shaft through

Planet Carrier (13). The Output Shaft rotates with reduced input speed in the direction

of engine rotation at a ratio of 0.728:1.



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722.9Power Flow Reverse Gear in “S” Mode


3 Stator B Output

4 Impeller BR Multi-disk brake BR5 Small internal-geared wheel B1 Multiple-disc brake B16 Dual planet carrier B2 Multiple-disc brake B2

7 Sun gear B3 Multiple-disk brake B3

8 Large internal-geared wheel K1 Multi-disk clutch K1







Gears (PL2l) rotate around the Sun Gear (7) held by the B1 Brake Clutch. An increase

in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Single

Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically connected tothe Dual Planet Carrier. The Planet Gears (PL6) rotate around the Sun Gear (11). The

rotational direction of the Sun Gear is Reversed by Planet Carrier (10) which is held by

the BR Brake Clutch. The applied K3 Clutch connects Sun Gear (14) to Sun Gear (11).

This causing both Sun Gears to rotate at the same speed and direction and drive Planet

Gears (PL9). This increases torque and reduces rotational to the Output Shaft through

Planet Carrier (13). The Output Shaft rotates at a reduced input speed opposite to the

direction of engine rotation at a ratio of -3.416:1.



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722.9Power Flow Reverse Gear in “C” Mode


3 Stator B Output

4 Impeller BR Multi-disk brake BR5 Small internal-geared wheel B1 Multiple-disc brake B1


7 Sun gear B3 Multiple-disk brake B3

8 Large internal-geared wheel K1 Multi-disk clutch K19 Internal-geared wheel K2 Multi-disk clutch K2






Gears (PL2l) drive the Short Planet Gears (PL2k) which rotate inside the Large Ring Gear

(8) held by the B3 Brake Clutch. A decrease in rotational speed is transmitted to the

Dual Planet Carrier (6) The Single Rear Planet Ring Gear (9) rotates at the same speedas it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6) rotate

around Sun Gear (11). The rotational direction of the Sun Gear is Reversed by Planet

Carrier (10) which is held by the BR Brake Clutch. The applied K3 Clutch connects Sun

Gear(14) to Sun Gear (11). This causes both Sun Gears to rotate at the same speed and

direction and drive the Planet Gears (PL9). This increases torque and reduces rotational

speed to the Output Shaft through Planet Carrier (13). The Output Shaft rotates at a re-

duced input speed opposite to the direction of engine rotation at a ratio of -2.231:1.



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722.9Vehicle Towing and Fluid TypesVehicle TowingIf vehicle must be towed, it should be transported by use of a at bed trailer. Alternate

towing can be achieved with vehicle drive axle removed or lifted. If either afore men-

tioned options are not available a tow bar (preferred) will sufce under the following

conditions/limitations:

1. Turn key to position 2

2. Selector lever to”N” position

3. Max. towing speed 31 mph

4. Max. towing distance 31 miles

Note: If towing distance or speed exceeds pre mentioned values damage may occur to

transmission.

Fluid Type This is a newly developed suggested use “only” transmission uid, referred to as “ATF

3353 with higher friction consistency, thermal stability and temperature rating. Can also

be used on previous model 722.3/.4/.5/.6 transmissions. No scheduled maintenance

required (ll for life) and available at Shell & OE oil suppliers in 1 liter bottles under

Mercedes Benz part number A001 989 45 03 10.



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722.62-3 Drag, Bind or No 2-3 Shift then FailsafeA drag or bind during a 2-3 shift or no 2-3 and then failsafe after rebuild. This is caused

by installing the incorrect K2 clutch during the transmission rebuild. There are two

different internal tooth diameters, one measuring 5.480” and the other 5.690.



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722.62-3 Drag, Bind or No 2-3 Shift then Failsafe(continued) This difference in diameter was designed for a 3 pinion rear planet with a K2 clutch hub

size of 5.455” for smaller engine vehicles along with a larger 4 pinion hub size of 5.670”

for larger engine vehicles.



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722.6

The outside diameter along with friction thickness is the same for both K2 clutches.

Always check the internal diameter t of the K2 clutch over the rear planetary hub dur-

ing every rebuild to prevent a mistake.

The part numbers and friction information listed below will aid in selecting the correct

K2 clutch when rebuilding a 722.6 transmission whether the unit has a 3 or 4 pinion

planet.

722.6 K2 Clutch (.085") 36 Teeth (6 1/2"OD) 1996-Up (With 5.480” ID Fits a3 Pinion Rear Planet) quantity 6 Mercedes part # 210-272-00-25

722.6 K2 Clutch (.085”) 36 Teeth (6 1/2”OD) 1996-Up (With 5.690” ID, Fits a

4 Pinion Rear Planet) quantity 6 Mercedes part #140-272-01-25

Incorrect Correct

2-3 Drag, Bind or No 2-3 Shift then Failsafe(continued)



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2009 ATRA Seminar Manual

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Transcript of 2009 ATRA Seminar Manual