Technical Bulletin Listing 2009 - .NET Framework

Copyright © 2009 ATRA. All Rights Reserved.

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Technical Bulletin Listing 2009

May, 2009

Transmission Bulletin # # Pages SubjectJanuary U140E/U241E 1225 1 Harsh 2-3 Shift After OverhaulGM MP T-Case 1226 10 Introduction6T70/75 1227 1 Transfer Bolt Eliminated450-43LE 1228 2 Code RetrievalO1M, JR506E, 1229 1 2-3 Bind or Erratic Shift ZF5HP19/24 AW55-50SN, 1230 4 Bushing Failure (AF23/33-5, RE5F22A) February 4X4S/AX4N 1231 2 Codes 628, P0741, or Ratio Codes after ExchangeZF5HP19FLA 1232 1 Intermittent Loss of Reverse5R55W/S/N 1233 1 Wrong Gear Starts, Slips/Delays/Binds in ML or R4T65E 1234 1 DTC P1877: TFPS, TCC Release CircuitF4A23/33, W4A33 1235 1 Harsh Down shift at TimesA246E 1236 2 Check Ball LocationsAll Transmission 1237 1 Misfires, TCC Surge, Cycles

March AF33-5 or MDRA 1238 2 Moan, Growl, Vibration4L60/65/70E 1239 2 2009 Design ChangeF4A, FW5A, R/V4 R/V5 1240 1 Relearning or Code P0630722.9 1241 18 Preliminary Information545RFE 1242 1 3-4 Shift Bind UpB7TA 1243 1 Countershaft Speed Sensor Damage4L60E/4L80E 1244 13 Limp Mode, Instrument Cluster Inop, Solenoid CodesApril A4BF2/A4AF3 1245 6 Harsh 4-3 Coast or Forced Down ShiftA4BF2/A4AF3 1246 5 No Forward After OverhaulTorqshift 1247 2 L/R Clutches, Low Sprag, and Planet UpdateSaturn Oil Specs 1248 1 Factory Oil and Part Numbers6F50 1249 2 TSS, OSS Information and Locations4L60/65/70E, 4L80E 1250 2 Neutral Safety Switch ReplacementMay CD4E 1251 7 TCC Slip Code DiagnosisBYBA 1252 2 Possible Erratic Shift, Solenoid/Pressure Switch 4L30E 1253 5 Pump Interchangeability (Four Valve to Two Valve) 4T40/45E 1254 1 Front Seal Leak After RepairALL GM 1255 8 GM Scan Tool Data Definitions

Technical Bulletin #


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Transmission:Subject:

Application:Issue Date:

CD4E

TCC Slip Code Diagnosis

Ford, Mercury and Mazda

CD4E TCC Slip Code Diagnosis

May 2009

Once the check engine light illuminates, the transmission will be in failsafe, the PCM will command high line pressure, inhibit lock up apply (until the next key cycle), freeze shift adapts and store code 628, P0741, P1741 or P1744 in memory. If codes are erratic check Turbine Speed Sensor (TSS) function during TCC apply. If the

Diagnosing torque converter slip codes with the use of Cooler Flow and Torque Converter

Turbine pressure information. With the aid of a flow meter, digital graphing meter and pressure gauge, cooler flow diagnosis will help pin point problem areas that cause TCC slip codes.During the road test the flow meter (attached to the return cooler line) will determine the flow volume in gallons per minute (GPM), the graphing meter will display this measurement in hertz (Hz) and a graphing display. Use the information shown in the flow chart (figure 1) to determine normal cooler flow. The graphing display in figure 2 shows the normal change in cooler flow in extreme cold situations.

Step One: verify that the transmission has the correct base line pressure and the proper line rise response to throttle opening. Stall pressure although important is not the main concern, more important is how well the needle on the gauge responds with the travel of the accelerator pedal. With selector in drive the gauge needle and the accelerator pedal should react as if attached to each other. Figure 3 identifies the line pressure tap along with a pressure specification chart.

Step Two: connect the pressure gauge to the CT tap (figure 4) and drive the vehicle.

he chart in figure 4 to determine the correct pressure and flow (GPM) in comparison to vehicle speed before and during lockup apply. CT pressure should rise quickly during TCC apply.

Low Cooler Flow: bypass the radiator and/or external cooler and retest, if flow increases the internal radiator cooler and/or external cooler is restricted. Repair or replace as needed. All external coolers should be replaced after a transmission overhaul due to the debris that cannot be cleared by flushing.

Low CT Pressure: valve body wear (primarily the Bypass Clutch Control valve and bore), worn pump, damaged pump gasket, cracked converter clutch piston or worn transmission bushings. Repair or replace as needed. Several aftermarket valve body repairs are available.

High CT Pressure: check the Pressure Regulator valve and bore, TCC control circuits or restricted cooler. Repair or replace as needed.

later design (white) turbine speed sensors, is used in place of an early design (black) sensor, will cause erratic converter slip codes and may be difficult to reset if cleared.

CT is Converter Turbine pressure which enters at the turbine end of stator. CI is Converter Impeller pressure as it leaves at the impeller. CT and CI pressure are affected as the converter bypass valve strokes, and are always present. Use t

A slow or quick drop in pressure after TCC apply (15 psi. or more) may be caused by an internal converter leak or a cracked converter clutch piston.

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Technical Bulletin # Wet Air Test: with the valve body removed, apply air to the CT circuit (figure 5) whileblocking the CI orifice this will identify any internal cross leaks that will cause low TCC apply pressure.

Stall Test: Using a shift control devise (TranX, SuperFlow etc.) connected to the transmission case connector with the unit cooled, and a additional solenoid block connected to the computer harness to prevent solenoid codes. Command line pressure to the base idle setting shown in figure 3. Now command 3rd gear (both SS1 & SS2 off) with selector in Drive engine idle at 750 RPM. Disconnecting the harness to command 3rd gear instead of using a shift controller will not allow line pressure control. Command TCC apply for approximately two second, any longer test time may cause torque converter clutch piston over-load or solenoid failure. The engine should near stall on 4 cylinder vehicles or only stumble on 6 cylinder engines immediately during apply indicating that the converter is fine. No or little RPM drop indicates a failed converter, and may also produce a rattling noise during the test. Always verify that there are no TCC solenoid or CT pressure problems before replacing the converter.

Road Test with Shift Controller: While road testing the vehicle at light acceleration with the transmission at operating temperature , command TCC apply in 3rd gear. There should be a sharp drop in RPM during TCC apply along with engine braking during coast down. Coming to a stop with brake pedal held and 3rd gear still commanded vehicle should stumble or near stall depending on engine size.

Converter Bench Test: Testing the converter on the bench for Turbine Hub wear. Insert a Turbine Shaft into the converter turbine hub raising slightly to prevent blocking the end of the shaft against the converter cover. Pour ATF (figure 7) into the shaft at the bushing end. If the turbine hub is in good condition, oil should drain out of the shaft as fast as it is poured. This test will work with or without a pre-filled converter. If the slots on the turbine hub are worn the oil will fill the shaft and take several seconds to drain depending on the amount of wear. The slots on a turbine hub in good condition should measure between 0.078” to 0.082” as shown in figure 8. Use the 90 degree angle of a scribe with a tip diameter measuring 0.072” to 0.082” to verify turbine slot depth. Insert the scribe into the converter as shown in figure 8. A worn turbine hub will not allow the scribe tip to slide under the hub. While the scribe is inserted under the hub lift the hub up to verify converter end play. The total end play should not exceed 0.050”. Excessive turbine hub wear will restrict converter release oil causing the engine stumble at idle upon transmission engagement and/or set TCC codes.

Note: Excessive transmission bushing wear along with pump surface problems such as warped pump halves, pump plate or excessive pump gear wear will also affect converter pressure.

Special thanks to Sonnax for the technical information provided.

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Figure 1PWM duty cycle wave during TCC apply.

CD4E NormalGPM/Hz

2.6/361

2.4/333

2.2/305

2.0/278

1.8/250

1.6/222

1.4/194

1.2/167

1.0/139

0.8/111

0.6/83

0.4/56

0.0/0

TCC Off TCC Apply Full Apply

Figure 2

CD4E Normal

Takes 15 minutes to go from 6.0 Hz to 12 Hz at 8 degrees F.

GPM/Hz2.6/361

2.4/333

2.2/305

2.0/278

1.8/250

1.6/222

1.4/194

1.2/167

1.0/139

0.8/111

0.6/83

0.4/56

0.0/0

Drive Warm Drive Cold (0 F)

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Line Pressure

Figure 3

Line Pressure Specifications

Line Pressure Idle Stall

Gear KPA PSI KPA PSI

Park / Neutral 441 - 524 64 - 76

Reverse 441 - 524 64 - 76 1786 - 2027 259 - 294

Drive 310 - 365 45 - 63 1158 - 1269 168 - 184

2nd 310 - 365 45 - 63 1158 - 1269 168 - 184

1st 310 - 365 45 - 63 1158 - 1269 168 - 184

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Converter Turbine(CT)

Converter Impeller(CI)

Front Lube

Differential Lube

Figure 4

60 - 70 < 45 40 - 50 < 25 12 - 18 < 2 .3 - .5 < .2

50 - 55 < 40 > 80 30 - 35 < 15 10 - 15 < 5 .7 - .8 < .6

50 - 55 < 40 > 80 25 - 30 < 15 2 - 4 < 2 .7 - .8 <. 6

170 - 195 > 200 60 - 100 < 40 - 100 2 - 5 < 2 1.5 <. 8

< 200 > 200 60 - 100 > 100 2 - 5 -0- .7 - 1.2 -0-

Stable, variesw/Torque &

EPC

Drops offor erratic

55 - 85 > 100 1 - 5 -0- 1.5 - 1.7 < 1.0

Stable, variesw/Torque &

EPC

Drops, cycles

or erratic

85 - 100 < 80 1 - 5 -0- 1.8 - 2.1 no change@ TC

< 55 - 70275 +/-

< 45> 300

25 - 35 < 15 2 - 5 0 - .1 .7 < .4

TEST CONDITION Line PSI CT PSI Front Lube PSI Cooler Flow GPM Good Poor Good Poor Good Poor Good Poor

< = Less Than > = Greater Than

CD4E Pressure & Flow Specifications

Park (High Idle)

Drive (Idle Cool)

D - (Idle Hot)

D - (WOT Stall)

D - (Connector Off)

D - (40 - 55 mph, TCC Off)

D - (40 - 55 mph, TCC On)

Reverse (Idle Hot) (Stall)

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DifferentialLube

ConverterImpeller

ConverterTurbine

Front Lube

To Cooler

Converter ClutchBypass

Reverse Clutch

Forward Clutch

Direct Clutch

Coast Clutch

Low/Reverse Clutch

ServoRelease

Servo Apply

Apply Air

Block

Figure 5

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Figure 7

Turbine Hub

Scribe

0.078” - 0.082”

Figure 6

Turbine Shaft

AT

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Technical Bulletin # 1252

Copyright © 2009 ATRA. All Rights Reserved. JR> Page 1 of 2



BYBAPossible Erratic Shifts, Solenoid/Pressure Switch InstallationHonda Odyssey 2002-2004May, 2009

When installing the solenoids and the pressure switches into the transmission case it is very impor-tant they are installed in the proper location. Refer to the following illustrations for proper solenoid and pressure switch location by connector color.

BYBAPossible Erratic Shifts, Solenoid/Pressure Switch Installation



JR> Page 2 of 2


Copyright © 2009 ATRA. All Rights Reserved. MS> Page 1 of 5



4L30EPump Interchangeability (Four Valve to Two Valve)GM, HondaMay, 2009

If a 4 valve PWM (pulse width modulated) type pump (figure 1) used with the EC3 system is not available, your only other alternative would be to modify the transmission with an On/Off type 2 valve pump (figure 2). This procedure must be followed exactly as explained to prevent complaints of TCC moan, vibration or shudder especially under load conditions.

4L30EPump Interchangeability (Four Valve to Two Valve)

© 2009 ATRA. All Rights Reserved.Page 10

GM 4L30E4 Valve To 2 Valve Pump Swap

If a 4 valve pump (figure 1) used with the EC3 system is not available, your only other alternative would be to modify the transmission with an On/Off type 2 valve pump (figure 2). This procedure must be followed exactly as explained to prevent complaints of TCC moan, vibration or shudder especially under load conditions.

PWM (pulse width modulated) type

Torque Converter Rebuilders Association

As A Complete AssemblyWith Bellhousing & Pump Plate

As A Complete AssemblyWith Bellhousing & Pump Plate

PWM/EC3

On/Off



MS > Page 2 of 5

Along with the bell housing and pump plate the Input shaft with the check ball capsule shown in figure 3 must also be used when changing to the on/off type 2 valve pump. If the incorrect input shaft is used the lock up apply will be very aggressive.



Input ShaftsAlong with the bell housing and pump plate the Input shaft with the check ball capsule shown in figure 3 must also be used when changing to the on/off type 2 valve pump. If the incorrect input shaft is used the lock up apply will be very aggressive.

Figure 3


Note: Check ball capsule is available from after market suppliers and can be installed in the PWM Shaft



MS > Page 3 of 5

If the Isuzu type PWM lock up solenoid (figure 4) is being used there will be no problem making this modification. When using a 4L80E PWM solenoid in place of the Isuzu solenoid, the original “light-er” Lockup Control valve spring will also have to be installed (figure 5). Due to the amount of Hz it takes to control the 4L80E solenoid flow rate to stroke the lockup control valve. Failure to install the original spring may cause TCC to cycle or surge during lockup apply. The complaint is more notice-ably during lockup apply between 3rd and 4th gear. General rule would be to always use the original lighter Lockup Control valve spring.



Lockup SolenoidsIf the Isuzu type PWM lock up solenoid (figure 4) is being used there will be no problem making this modification. When using a 4L80E PWM solenoid in place of the Isuzu solenoid, the original “lighter” Lockup Control valve spring will also have to be installed (figure 5). Due to the amount of Hz it takes to control the 4L80E solenoid flow rate to stroke the lockup control valve. Failure to install the original spring may cause TCC to cycle or surge during lockup apply. The complaint is more noticeably during lockup apply between 3rd and 4th gear. General rule would be to always use the original lighter Lockup Control valve spring.


Lockup Solenoids

Figure 4

4L80EIsuzu

© 2009 ATRA. All Rights Reserved.


Lockup Solenoids

Figure 5

Discard original spring & install the lighter spring from

the four valve pump.


General rule would be to always use the original lighter Lockup Control valve spring.



MS > Page 4 of 4

When this modification is made a Non PWM Paper type torque converter must be installed. A moan, vibration and/or shudder under load conditions may occur if the PWM Woven Carbon Fiber torque converter is used. The customer should be notified that with this modification the lock up apply will be more noticeable than the previous PWM system but not harsh. The apply will feel similar to the earlier Non PWM lock up apply.

© 2009 ATRA. All Rights Reserved.


Torque ConverterWhen this modification is made a Non PWM Paper type torque converter must be installed. A moan, vibration and/or shudder under load conditions may occur if the PWM Woven Carbon Fiber torque converter is used. The customer should be notified that with this modification the lock up apply will be more noticeable than the previous PWM system but not harsh. The apply will feel similar to the earlier Non PWM lock up apply.



Copyright © 2009 ATRA. All Rights Reserved. MS> Page 1 of 1



4T40/45EFront Seal Leak After RepairSaturnMay, 2009

A severe front seal leak after a repair on 2000 & up Saturn models with the 4T40/45E transaxle may be caused by an incorrect converter application installed. Both 4T45E converter applications look the same with the hub facing up side by side (figure 1). The correct 4T40/45E torque converter for the Saturn vehicles requires thicker bolt pads and a longer pilot Figure 2). Using the wrong converter will not extend the hub far enough into the front seal allowing oil to leak into the converter housing.

Install the correct converter with thicker pads and longer pilot.

4T40/45EFront Seal Leak After Repair



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Technical Bulletin Listing 2009 - .NET Framework

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