2001 atra semianr manual

2001

2001Technical Seminar

2001

© 2001 ATRA. All Rights Reserved.

This manual has been developed by the Automatic TransmissionRebuilders Association (ATRA) Technical Department to be used by quali-fied transmission technicians in conjunction with ATRA’s technical semi-nars. Since the circumstances of its use are beyond ATRA’s control, ATRAassumes no liability for the use of such information or any damages in-curred through its use and application. Nothing contained in this manualis to be considered contractual or providing some form of warranty on thepart of ATRA. No part of this program should be construed as recommendingany procedure which is contrary to any vehicle manufacturer’s recommen-dations. ATRA recommends only qualified transmission technicians per-form the procedures in this manual.

This manual contains copyrighted material belonging to ATRA. No part ofthis 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 writtenpermission from the ATRA Board of Directors.

Public exhibition or use of this material for group training or as part of aschool curriculum, without express written permission from the ATRABoard of Directors is strictly forbidden.

ATRA and the ATRA logo are registered trademarks of the Automatic Trans-mission Rebuilders Association.

Portions of materials contained herein have been reprinted with permis-sion of General Motors Corporation, Service Technology Group.

© 2001 ATRA, Inc. All Rights Reserved. Printed in USA.

2400 Latigo AvenueOxnard, CA 93030

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


General Motors .................................................... 1

Ford ................................................................... 49

Chrysler ............................................................. 91

Imports (Nissan and Subaru) ............................ 141

Reference ......................................................... 199


Lance Wiggins, Technical Director

Mike BairdWeldon Barnett

Bill BraytonLarry Frash

Steve GarrettEvelyn Marlow

Cliff McCormickRandall Schroeder

David Skora

Thank you for attending the 2001 ATRA seminar. The peoplebehind the scenes, putting programs like this together don’talways get the recognition they deserve for the effort they putforth. Producing a seminar program of this type requiresmonths of hard work. I would like to thank everyone who had apart in producing this program. I would like to offer a specialthanks to the following persons for spending a lot of eveningsand weekends making sure we produced the best informationpossible:

Larry Frash, who spent hours ferreting-out many of the factsused in this manual, as well as the initial copywriting anddrawing.

Evelyn Marlow, who took great pains to make sure our line artwas as clean as possible, against sometimes overwhelming odds.

Cliff McCormick, whose skill with our digital camera providedus with a crisp and unique collection of images.

Steve Garrett, who was instrumental in collecting the verylatest information for our GM section.

My personal thanks to all of you; we couldn’t have done it with-out you.

Lance WigginsTechnical Director


All Applications

DTC P0122:TP Sensor Circuit Low Input ...............3

Ratio Error DTCs ..................................4

4T40E

Harsh or Soft 3–2 Downshift .................8

Hard Upshiftswith Possible Trouble Codes ..............10

4T40E / 4T60E

Intermittent Surge or Loss of Power ....11

4T60E

Hard Upshifts .....................................12

4T65E

Moan after TCC Apply.........................13

4T60E / 4T65E

Speedometer ReadsMPH/KPH at a Stop ..........................14

4T65E

Slip or Flare During1–2 or 3–4 Upshift ............................15

4L60E

Engine Surges or ChugglesWhen TCC Applies ............................16

2nd Gear Starts;Binds in Manual Low ........................17

Updates for 2000 ................................18

3–4 Clutch Backing Plate.................18

New TCC PWM Solenoid ..................19

Updated Valve Body ........................20

Pump Interchange ..............................21

Valve Body Changes ...........................26

4L60E HD

New Features .....................................30

Features Carried Over from 4L60E .....31

4L60E / 4L80E

Possible No Shifts or Codes P0740,P0753, P0758, P0785, P1860 ............32

Delayed Engagements;Low Fluid Level .................................39

Hard 1–2 Upshifts; 1999 Vehicles .......40

4L80E

Harsh Shifts, Possible DTC 63 ............41

Surge While Towing;1996–1999 7.4L ...............................42

2nd Gear Starts in Manual 2nd..............43

1999-and-Later Center Supportand Sun Gear Shaft Changes ............44

Allison LCT 1000

Normal Operating Conditions .............47


Some 1999-2001 W-body vehicles (Regal, Grand Prix, Monte Carlo/Impala and Intrigue)with a 3.8L engine have been showing up with code P0122 in memory. They may alsoexhibit these additional symptoms:

• Engine and transmission driveability problems

• DTC P0452 — Fuel tank pressure sensor or circuit

• DTC P0462 — Fuel level sensor or circuit

• DTC P1635 — 5-volt reference circuit

With the key on, engine off, check the 5-volt reference at the TPS.

If there’s no 5-volt reference, the problem may be the 5-volt reference wire is shorted toground. The TP sensor shares its 5-volt reference circuit with several other components,including the fuel level sensor and the fuel tank pressure sensor.

Look for this wiring to be pinched near the rear seat belt retaining stud. This chafes thewire, shorting it to ground.


!"All computers that are programmed to set ratio errors work off the same basic strategyand need to know at least three basic things.

• Input Speed: One way could be as simple as reading the engine RPM signal; an-other can be to read true input shaft speed, such as the 4T40E.

• Output Speed: Once again, this data can be received from a few different loca-tions. One would be at the final drive, while another could be directly from theoutput shaft, such as the 4L60E.

• Calibration Knowledge: The computer must know how to calculate data from theinput and output speed sensors, and it must also know the ratios that are beingused by the year, make and model of the vehicle.

Inaccuracy in any of these three areas will cause false ratio errors to be set.

#!One way to determine if a ratio error is set due to a miscalculation is to operate thetransmission with the drive wheels off the ground. Typically, if a ratio error is due to amiscalculation, it will set the code even when there is no load on the transmission.

Possible causes:

• Incorrect PROM or calibration programming

• Wrong sprocket or final drive ratio (FWD only)

• Incorrect speed sensor reluctor tooth count

• Incorrect engine RPM reading

• EMI (Electromagnetic Interference)

• Incorrect PCM/TCM/VCM

• Faulty PCM/TCM/VCM


!"$%&

• Leaking, damaged or worn stator support bushings (4L60E) This is generallycaused by a hardening problem with turbine shaft. The turbine shaft or inputhousing may require replacement. (Very common)

An updated stator support bushing is now being used with the 4L60E HD.

• TCC pressure regulator valve is side loading or sticking (all applications): Thiscondition causes low TCC apply pressure. Valve body updates have been issued totry to repair this condition. In addition, several aftermarket manufacturers havevalve body repair kits to address this problem. (Very common)

• Front bearing failure (input or turbine shaft support bearing; 4T60E, 4T65E): Themanufacture of this bearing was changed to eliminate this problem. When thebearing fails the customer may also complain of a whining noise in park or neu-tral. The channel plate sleeve is often damaged, which will also require replace-ment. (Very common)


• A worn, sticking or damaged actuator feed limit valve or bore (all applications witha PCS): This valve provides the feed oil for the PCS, so it controls line pressureboost. Many times problems with this valve or its bore will also cause the vehicleto start in a gear other than 1st gear. Generally the customer complaint will bethat the transmission bumps as the vehicle first starts to move. What the cus-tomer is actually feeling is the transmission downshifting during acceleration.(Very common)

!"$%&$%


• Slipping or damaged clutches or bands: Refer to the clutch/band apply chart forthe unit you’re working on to determine which clutch or band could cause theproblem. Some of the GM computers can’t determine what’s actually slipping; forexample, is it the TCC or a clutch or band? (Very common)

• Faulty torque converter clutch

• Faulty or damaged TCC PWM solenoid wiring

• Faulty TCC PWM or TCC apply solenoid. Check whether an updated solenoid isavailable for the unit you’re working on.

• Leaking turbine shaft O-ring or sealing rings

• Plugged or restricted TCC or AFL screens

• Sticking, worn or damaged TCC apply valve

• Sticking or damaged PCS

• Sticking or damaged pressure regulator valve

• Valve body, channel plate or case damage (warped, cracked, dented, etc.)

• Low solenoid current flow due to high resistance. Correct current flow for the shiftsolenoids and the TCC apply solenoid is generally around 0.5–1.0 amp, dependingon solenoid resistance. Correct current flow for a TCC PWM solenoid is generallyaround 1.2–3.0 amps, depending on duty cycle. Low current flow indicates highresistance in the solenoid, its wiring, or its feed or control circuits.


!"# Depending on the configuration, these symptoms may be caused by a missing ormispositioned #6 checkball. As shown in the picture, the #6 checkball was moved fromits original pocket (6a) to a different location in 1997, labeled 6b.


The casting wasn’t changed so unless you’re certain of the year, the best way to tellwhich location to use is to look at the separator plate. For the checkball to functionproperly, there must be two holes in the separator plate.

If your plate is set up for both locations (which many were) you can install a checkball ineither position. But in 6a the ball controls the drain rate of the direct clutch; in 6b theball controls the drain rate of the 2–3 accumulator. Because of this, the 3–2 shift feelwill be different, depending on the location.

• A checkball in location 6a will result in a softer 3–2 downshift.• A checkball in location 6b will result in a firmer 3–2 downshift.

!$#


% #&''The vehicle comes in suffering from harsh upshifts, and may have the malfunction indi-cator lamp (MIL) on. In addition, a number of codes may be stored in memory. This isprimarily on Cavaliers, Aleros, Sunfires, Malibus and Grand Ams.

The most common codes are P0716 and P0717, which are turbine shaft speed sensor-related.

In most cases the problem is the transmission connector. What happens is the connec-tor only gets latched on one side, creating bad connections on the opposite side. De-pending on which pins have a bad connection, many intermittent diagnostic troublecodes will set.

To correct this problem, make sure the connector isn’t damaged, and reconnect it prop-erly. Clear any codes in memory, road test the vehicle, and check for any new codes.Remember to perform a complete drive cycle to give codes a chance to set.


() *+ &#After operating the vehicle at fairly high throttle, suddenly it begins losing power orsurging. The TCC may begin cycling off and on, and the transmission may even beginhunting between 3rd and 4th gears. The problem remains evident until the throttle dropsback to idle, or maybe even until the engine’s been shut off.

The problem is restricted to 1998 N-body (Grand Am, Achieva, Skylark) and U-body(Transport, Lumina, Venture and Silhouette) vehicles equipped with a V6 engine.

The problem usually traces back to part of the isolation tape (a heavy rubber tape usedin the radiator core support area) losing its adhesion. The tape becomes loose, and thehigh air flow through the engine air intake pulls the end of the tape into the air intake.

This restricts the flow of air going into the engine, and past the mass airflow sensor(MAF). The engine loses power due to the restriction, and the computer receives a lowreading from the mass airflow sensor. The low reading indicates the engine is under lessof a load, so the computer adjusts engine performance and gear ratio accordingly.

Once you release the throttle or shut the engine off, the tape falls back out of the airintake, and the engine can run properly again… until the next time the tape gets suckedinto the air intake.

Remove the loose piece of isolation tape.


) % Vehicles equipped with a 4T60E transaxle may experience harsh upshifts for one ormore of these reasons:

• A sticking accumulator valve — Clean and inspect the valve body.

• A sticking accumulator piston — Scotchbrite™ the bore and use a factory qualityseal.

In addition, a missing, loose or mispositioned accumulator sleeve retainer will cause thesleeve to become misaligned with the valve body ports.

The bushing retainer was changed at the start of production for 1993. The 93-and-laterretainer won’t interchange with earlier models. The picture shows the two applications.

All 4.9L and some 3.1L applications have a specific, unique 1–2 accumulatorvalve-and-spring line up, different from other 4T60E applications. Neverassume that these applications have a harsh shift due to misassembly. Theservice manual may show the incorrect assembly for these applications. Thepicture shows the correct assembly for these applications.


Some 4T65Es may exhibit a moan or growl after TCC applies. The noise is generallyworse at lower road speeds, just as TCC applies. Overriding TCC by stepping on thebrake will usually eliminate the noise.

The problem is that a specific harmonic frequency is set up in the cooler line when TCCapplies. The harmonic is transferred through the cooler lines and into the vehicle body.

Many manufacturers correct this type of problem by providing tuned cooler lines. Checkwith your local dealer to see if updated cooler lines are available for your particularapplication.

If an updated line isn’t available, install the updated cooler line retaining bracket,#25714015. This bracket mounts to a support bar just behind the passenger-side cool-ing fan.


A number of 1997-98 G, C, H and W bodies (Riviera, Aurora, Park Ave, Lumina, MonteCarlo, Regal, Grand Prix) have been showing up with the speedometer showing the ve-hicle is moving… while it’s fully stopped.

This is usually due to EMI (Electromagnetic Interference) being induced into the VSSwiring. The problem is that the VSS wires are routed too close to high voltage or highcurrent wires.

Probable sources:

• Fuel injector wiring• PCS (Pressure Control Solenoid) 4T65E only.• Secondary ignition wires (spark plug and coil wires).• Charging system. Try disabling the alternator and retest.

To correct this problem, reroute the VSS wires to the computer. Move them away fromany source of interference.


!"#$%&$'(1999–2001 vehicles with a 4T65E transaxle may exhibit a slip or flare on the 1–2 shift.This usually occurs during cold temperatures and disappears after the transmissionreaches operating temperature. It may also slip or flare on the 2–3 upshift.

The 1–2 shift solenoid ball and seat may distort with changing fluid temperature, caus-ing a leak when the solenoid is supposed to be closed.

To correct this problem, replace the solenoid with an updated one, part number24219819.


)" !" (!"" *( Many 1996–1997 C, K and G trucks and vans have been experiencing a surge orchuggle, especially when the converter clutch is applied.

Here’s a list of the possible causes for this problem:

• Driving conditions: Wind, rough roads; speak with the customer about other pos-sible adverse driving conditions; verify the complaint.

• Drive train: Inspect the tires for abnormal wear patterns, check driveshaft, wheelbearings, ball joints, bushings and other drive train components for wear.

• TCC apply: Use a scan tool to check for excessive converter slippage. Does theconverter clutch have a smooth apply?

• Engine accessories: Check all belt-driven components. Turn off A/C heater systemto eliminate the A/C clutch cycling from being a possible cause.

• Engine: Check for vibrations caused by out-of-balance components, such as theflywheel, harmonic balancer, bent pulleys, etc. Monitor engine misfire counterswith a scan tool. Ignition or fuel problems can cause engine surges or misfiresthat are amplified when the TCC applies.

• Engine Calibration: Use a scan tool to make sure the latest engine calibrationsoftware has been installed.

Revised Calibrations:

If none of the conditions listed are present, and the engine calibration is the latest ver-sion, you may need to install the latest transmission calibrations.

Check with your local dealership for the latest calibration.


)%+ ,-!).There are three common causes for 2nd gear starts or a bind in manual low on a 4L60Etransmission:

• Broken 1–2 accumulator, commonly caused by a broken spring

• Defective or worn 1–2 accumulator seal

• Worn or defective 1–2 accumulator pin or pin bore

To prevent this from occurring, replace the 1–2 accumulator springs during every re-build.


)' %&$!/(-/0" The backing plate of the 3–4 clutch was updated to prevent it from being installed up-side-down. This update eliminated the chamfer on the backing plate.

You can use the updated plate with earlier model units. Three selective thickness platesare available for adjusting clutch clearance:

4.2 mm............... 242174535.6 mm............... 242175165.9 mm............... 24212461


The TCC PWM solenoid was updated in 2000. This solenoid will retrofit to all units usinga PWM TCC. You can identify this solenoid by its gray connector, and its snout is nowmolded plastic instead of steel. The reason for the update was to reduce the possibility ofvalve body bore wear.

TCC PWM Solenoid.......... 24212690


!"#$Currently the most common 4L60E diagnostic trouble code is P1870 — ConverterClutch Slip. To correct this problem, GM has redesigned the TCC pressure regulatorvalve, isolator valve and spring. The valve lands are now longer to improve the support ofthe valve in the bore and to help reduce side-loading.


%& ' (The non-PWM (pulse width modulated) pumps that were used only in the 93 to 94 model4L60E are almost identical to the earlier 4L60 pumps. The main differences are the4L60E pump stators don’t have the D2 boost circuit drilled, and the bore for the filter islarger.

In fact, because the non-PWM pumps are becoming increasingly harder to find, someparts remanufacturers have been machining the filter bores of 4L60 stators to meet thedemands. This works, if done properly, but there are a few more things you will need todo:


%& ' (

When converting a 4L60 stator,you’ll have to use the 4L60boost valve assembly.

!


%& ' ( Make sure the D2 boost circuit has the necessary exhaust: Drill a vent hole about 1/8"diameter in the D2 boost passage.

If the stator was from a unit with an auxiliary valve body, plug the forward feed tubepassage.

If you’re using a 4L60 stator,drill a 1/8" hole in the D2 boostpassage for an exhaust.

If you’re using the statorfrom a unit with an auxiliaryvalve body, plug the for-ward feed tube passage.


"#$% $%

The circles show where to lookfor the most obvious differences.

Does this sound like a can of worms just to replace a pump? Actually, the only reasonwe’re covering this is in case you receive a rebuilt pump that was converted from a4L60. We want you to know it can work, and show you what to check to make sure itwill work.

There is a much easier way to replace a bad pump in a non-PWM 4L60E:

When GM introduced the PWM lockup system in 1995, the pump body and stator cast-ings were redesigned.

But you can use a complete PWM pump assembly in the 93 and 94 non-PWM transmis-sions without any modification. The difference between the PWM and non-PWM pumpsis that converter charge now feeds directly from mainline, which is the same thing thathappens when a technician grinds the center land of the pressure regulator valve for thecommonly-used “line-to-lube” modification.

Never try to mix the halves from a PWM and a non-PWM assembly. A com-plete PWM pump assembly will work in a non-PWM transmission. But a non-PWM pump won’t work in a PWM transmission.

%& ' (


The circles show where to lookfor the most obvious differences.


There are three basic versions of 4L60E valve bodies.

In 1993 and 1994 the 4L60E used a non-PWM converter clutch, which was the same asthe one used on the 4L60. These valve bodies used 4 solenoids.


In 1995, GM introduced the PWM converter clutch to the 4L60E. These valve bodies areexactly the same as the non-PWM valve bodies, except:

• they have an additional solenoid.• the separator plate is different.• they have a converter clutch regulator valve instead of a signal valve.

You can interchange these valve bodies with the earlier, non-PWM valve bodies as longas you swap the valves assembly and separator plate, and add the PWM solenoid.


!"#$' (

In 1996, GM modified the 3–2 control valve; it’s now a switchvalve, and uses a 19–24 ohm, on/off solenoid, rather than a 9–14 ohm PWM solenoid.

These valve bodies also use a vented manual valvebore. This provides a vent for the low/reverseclutch circuit while in the D4 range. Earlier, non-vented valve bodies trapped this circuit —any foreign oil in the circuit could apply thelow/reverse clutch.

You can’t benefit from this new vent byinstalling the manual valve on earlier valvebodies. The valve will work, but no differ-ently than earlier valves. If you use an ear-lier manual valve on vented valve bodies,

&!!'()*+,)%)*

you’ll lose all line pressure through thevent when the shifter is in park.

The separator plate for 1996-and-latervalve bodies is different than both earlierplates.

The vented manual valve has thelonger second land. But it onlyprovides a vent for the low/reverseclutch circuit when used with thevented valve body (arrow).

-).

-"#).


There are three different separator plates made for the 4L60E. Use this picture to iden-tify which separator plate you have.

!/#!,

!,#-$%.

!/#!-"#$%.


)*+&

• Model Tag: 1KZD

• RPO Code: M32

The 4L60E HD appears in sport utility vehicles with the 6.0L engine; these include theGrand Suburban, Denali, Denali XL, Centennial pickup, Yukon-XL and 2002 CadillacEscalade.

,• 5-pinion carriers made of powdered metal and assembled with bronze, bat-wing

washers to support each pinion.

Reaction Carrier: Part # 24218069

Input Carrier: Part # 24218063

• Heavy duty sun shell and sun gear.

HD Sun Shell: Part # 24217145

HD Sun Gear: Part # 24218234

• A new, heavy duty output shaft that has been stress relieved through a shot-peening process during manufacturing, to increase durability.

HD output shaft: Part #24217157

01


• Thinner 3–4 frictions to make room for an extra clutch without changing the de-sign of the input housing. Instead of six frictions, the drum now holds seven.

• Improved input and reaction shell thrust bearings were added to handle the in-creased thrust loads.

• Induction hardened turbine shaft. Induction hardening relieves internal stressand increases shaft strength.

• Heat-treated stator support splines reduce the tendency to strip under extremeloads. Aluminum bushings are used because they can handle higher loads thanbronze.

• A heavy duty low roller clutch, with large rollers and an enhanced housing forincreased load capacity.

Low Roller Clutch assembly (plate kit w/rear piston, steels, center support androller clutch): Part # 8687996

• ECCC (Electronically controlled capacity converter clutch)• Adaptive shift control• Abuse and shift torque management.• Shift stabilization• Second gear starts in manual 2• Tow/Haul mode• Service transmission monitor


!"#$%& "'("')*("')!("'!)("!4L60E/4L80E transmissions may exhibit any or all of these trouble codes and driveabil-ity problems:

P0740 — TCC Solenoid Electrical FaultP0753 — 1–2 Solenoid Electrical FaultP0758 — 2–3 Solenoid Electrical FaultP0785 — 3–2 Solenoid Electrical FaultP1860 — TCC PWM Solenoid Electrical Fault

• 4L80E applications fail to shift, or will drop into second gear intermittently. Thecustomer may complain that the “vehicle is going to neutral at higher road speeds.”

• 4L60Es fail to shift and may drop or stay in 3rd gear when the shift lever is in theOD position.

• Any or all of these codesmay set: P0758, P0785,P1860, P0753, P0740. Ifthe problem is intermit-tent, the system may notset a code.

This problem is caused by a poorcrimp on one of the terminals forcircuit 1020.


Generally the crimp problem is cavity A2 at the bulkhead connector or (C100) on latermodel applications at connector C2, pins E2 and F2 of the UBEC (Underhood BussedElectrical Center, used on many trucks.

!"#$%& "'("')*("')!("'!)("!


!"#$%& "'("')*("')!("'!)("! Starting with 1998 S-10 trucks and all other trucks and vans, GM began using theUBEC (Underhood Bussed Electrical Connector) rather than the simple bulkhead con-nector. The UBEC consists of several PC boards which connect a number of circuits,including the ignition switch to the transmission.

When the UBEC fails you’ll lose power to the transmission, resulting in failsafe or trans-mission solenoid codes. Unfortunately, you can’t repair the UBEC like you could theearlier bulkhead connector. Instead, you must either bypass the UBEC or replace it.


!"#$%& "'("')*("')!("'!)("!


-./'01023102.10.21+.


On VCM applications, if a code sets for only one or two solenoids or circuits, inspect theweatherpack seal at the VCM. You may find the seal is mispositioned, allowing waterinto the VCM connector. This may cause severe corrosion, which can degrade solenoidperformance and cause codes to set. If corrosion is present, the VCM and the femaleterminals may require replacement.

The ignition switch is also a common source of any or all of these problems. This holdstrue for the redesigned, 3-contact ignition switches used on the S-10s.

To isolate this as a possible source of the problem, monitor pin voltage on circuit 1020when the condition occurs. If the voltage drops below battery voltage, inspect the pinslisted or the ignition switch for possible problems. If you find an open in the UBEC,you’ll have to replace it, as it is can’t be disassembled and reassembled effectively.

-./'01023102.10.21+.


-.*$ ((% 4,"Some 4x4s with the 4L60E or 4L80E may experience delayed engagements, caused bylow fluid level in the transmission. This could be due to external leaks, but in somecases may be caused by a leak in the seal that separates the transmission from thetransfer case.

If you don’t see any signs of major external leaks, check the transfer case fluid level: Ifit’s high, the input shaft seal is probably the culprit.

Possible Causes:

• External leaks

• Damaged or improperly manufactured transfer housing input shaft seal: Checktransfer case fluid level: If level is high, inspect the transfer case input shaft seal.

To correct the problem, examine the transfer housing input gear and bearing carefully.Replace any part that’s worn or damaged.

Then replace the input shaft seal with part number 14095609. Remember to drain thetransfer case, and refill with the proper fluid.


-.)+5'4+666!'Some 1999 vehicles equipped with the 4L60E or 4L80E transmissions may experienceharsh 1–2 upshifts. This problem may be accompanied by one or both of these otherproblems:

• Hard 1–2 upshifts at heavy throttle.

• Shift may seem long with, a bump at the end.

One possibility for this problem may be a line pressure variation during the shift.

The correction is to reflash the VCM with an updated calibration. These calibrationsinclude changes in the line pressure tables.

stfihspU2–1draH:etadpUnoitarbilaC

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0052K/C E08L4/L0.6 1:37.3 39235261 78146261

1:01.4 49235261 88146261

83146261 50246261

04146261 60246261

0051K/C E06L4/L8.4 1:24.3 46145261 56146261

1:37.3 66145261 76146261

1:01.4 00246261 34246261

E06L4/L3.5 1:24.3 10246261 44246261

1:37.3 20245261 54246261

1:01.4 30264261 64246261


.)''1/*3Vehicles equipped with a 4L80E transmissions and diesel engines (mostly 6.5L models)may experience a harsh shift complaint. This may be accompanied by code 63 in memory.The problem could be the vehicle has the wrong (or a faulty) BARO/boost sensor.

Diesel applications use a BARO/boost sensor to determine altitude. Gasoline applica-tions use a MAP sensor to determine manifold pressure. Although these sensors lookidentical, they’re calibrated differently.

To correct this problem, install BARO sensor number 16006833 on diesel applications.


.(' (4+665+66607A number of 1996–99 trucks with the 7.4L engine have been showing up with a surgewhile towing. Here are the symptoms you can expect:

• Vehicle surges only when pulling a trailer.

• How bad a surge varies based on vehicle speed, trailer weight, condition and typeof suspension, and the trailer hitch location and configuration.

• Surge tends to reduce significantly or go away when the TCC releases.

To diagnose this problem:

• Monitor the MAP, MAF and TPS values with a scan tool while the problem is oc-curring. Look for fluctuations at steady throttle. If the MAP, MAF and TPS signalsfluctuate under steady throttle, check for fuel- or emission-related problems suchas EGR, fuel pressure, faulty or dirty injectors, and ignition problems.

• Monitor TCC slip and gear ratios.

• Inspect the trailer suspension and hitch for possible problems. Consider relocat-ing the load in the trailer or relocating the position of the hitch (5th wheel applica-tions).

If all other possibilities check out okay, a new calibration is available to change the TCClockup speed. This will greatly reduce the surge. Use a scan tool to identify the currentcalibration and the chart below to select the proper calibration update.

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6991 20672261 01014261

30672261 11014261

7991 46534261 21014261

8991 23376261 31014261

45261261 41014261

9991 34723261 51014261

44723261 61014261


A 1999 through 2001 vehicle equipped with a 4L80E starts in second gear when M2range is selected.

This is normal operation: A calibration update was issued for the GMT800 Pickup/Suburban. To improve traction in slippery weather, the VCM was programmed to pro-vide 2nd-gear-only operation in manual 2nd. This feature is identical to the 4L60E truck.


In 1999, GM added a 0.041" shim under therear ring gear bearing. This raised theheight of the sun gear by 0.041".

To offset this difference, they made a0.041" recess in the under side of thesupport, where the bearing race sits.


This also required a change in the sun gear shaft. The machined area that contacts thecenter support bushing is 0.041" shorter. The two tubes are easy to mix up, except thatthe 1999-and-later shaft has a machined groove in the splined area.


You may interchange these components as a set but not individually. Obviously, if youomit the shim (or add it where it doesn’t belong) you will affect the rear endplay.

Mixing up the sun gear shaft and support will affectthe height of the shoulder of the shaft. The shoulderof the shaft should be about 0.050" above thecenter support ring tower.

Naturally, a mismatch will also affect the frontendplay, but if you aren’t careful you couldchange the shim on the pump tomake up for it, withoutnoticing the direct drumresting on the center sup-port ring tower. You willnotice it when it comes back.

! !"


!"# The Allison LCT 1000 appears in GM heavy duty applications equipped with 8.1L gasand 6.6L Duramax diesel engines.

Several conditions may be misdiagnosed as problems when in fact they are actuallynormal conditions, according to GM and Allison. Never attempt to repair any of thesecustomer complaints:

• A clunk when shifting the transmission from reverse to park. This noise is simplythe parking pawl engaging the park gear.

• A clunk or clicking noise in park during startup. This noise has been identified ashydraulic valve train movement or staging in anticipation of operation.

• A clunk when shifting from park while parked on a hill; a condition common toseveral transmissions.

• A light whine or humming noise when the vehicle is stopped with the engineidling. This is considered normal by Allison for the type of pump design they areusing.

• A whining noise when the vehicle is moving. This is a typical planetary noise andis considered normal for the three-planetary design that Allison is using. Thewhine is most noticeable in 1st and 2nd gears.

• Shifts which aren’t driver initiated are a common complaint. The TCM that Allisonuses has the ability to command upshifts, downshifts and TCC apply or releasewithout any input from the customer. The customer may notice that during decel-eration, engine braking may occur while going down a grade. In addition, thecustomer may notice the transmission shifting even though they are deceleratingdown a hill or traveling in hilly terrain.

• Some customers may comment on the firm shifts the LCT 1000 provides. The LCT1000 uses a clutch-to-clutch shift, so you’ll feel a distinct firmness regarding bothupshifts and downshifts.

GM uses the LCT 1000 in heavy duty applications only. This transmission is designed towithstand heavy use, so harsh shifts and certain noises are considered normal.


All Applications

False Codes P1729 or P1781 ..............51

VSS / PSOM Problems

Codes 452 /P0500..............................52

4R100

Squawking Noise in ReverseBacking up a Hill .............................57

No 3–4 Upshift or a 3–4 Shift HuntWhen Using Cruise Control ..............58

4R100 / E4OD

P0605 (RAM Test Error) orP0603 (KAM Test Error)....................59

Valve Body Gasket andSeparator Plate ID ............................60

Type 1 Case Gasket .........................62

Type 1 Valve Body Gasket ...............63

Type 2 Case Gasket .........................64


Type 3 Case Gasket .........................66


Type 4 Case Gasket .........................68


Plate ID ...........................................70

No Reverse, Slips in Reverse ...............71

A4LD

No Cooler Flow afterBellhousing Change .........................72

A4LD, 4R44E / 4R55E

Pump Identification ............................74

4R44E, 5R55E

4R44E: No 2nd, No 4th After Rebuild5R55E: No 3rd, No 5th After Rebuild ...77

No TCC Apply .....................................78

4R44E / 4R55E / 5R55E

Low Line Pressure and No Line Rise ...79

Extension Housing Leaks ...................80

4R70W

Multiple Transmission Codesafter InstallingExchange Transmission ...................81

AX4N / AX4S

No Movement after Rebuild;Valve Body, Converter orInternal Problem ..............................82

CD4E

Passenger Side Axle Seal Wear,Noise or Vibration ............................89


1999-2000 Econoline, Crown Victoria, Grand Marquis, and Town Cars may experiencecodes P1729 (4x4 Low Switch Error) or P1781 (4x4 Circuit Out of Self Test Range) incontinuous memory. A check of the systems will show these to be false codes.

Codes P1729 and P1781 are stored in continuous memory; they won’t cause anydriveability problems, or cause the Malfunction Indicator Lamp (MIL) or TransmissionIndicator Lamp (TCIL) to light.

Clear the codes from memory; if they return, ignore them. Repair any other codes pernormal diagnostics. Don’t replace or reflash the computer for these codes — there is nocorrection for this problem at this time.


!"#"##There are a number of problems that can be related to the vehicle speed sensor (VSS).These problems can include:

• VSS related DTCs• Hard upshifts• Early or late upshifts• No speedometer reading• No speed reading with a scan tool

The first thing you need to do is to determine whether the problem is in the speed sen-sor itself, or if the signal is being altered by a problem in the circuit.


Check the signal at the VSS with it disconnected and the drive wheels spinning. Voltageshould be a minimum of 0.5 VAC. If not, check the reluctor or gear; if everything elselooks okay, replace the sensor.

!"#"##$%&

If the VSS checks out okay, the problem could be due to a failure in one or more of thesemodules. Each of these modules shares the VSS signal, so each has the capability ofinfluencing the VSS circuit.

Shown from theterminal side of thesensor.

Shown from theterminal side of theharness connector.

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!'##(%)*+',-*%.Models affected: 1999 F250 Heavy Duty and Super Duty F-series trucks with 5.4L or6.8L gas engines.

This condition is often due to low line rise; the computer command for line rise isn’tadequate for the conditions.

To correct this, Ford has issued an update computer calibration. Use the transmissiontag number and calibration number to determine whether the truck you’re working onrequires this update.

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!'##+/0!1/0!1.%2 % Models affected: 1999 F-series Super Duty pickups with 7.3L diesel engines may experi-ence a hunt between 3rd and 4th gears when using cruise control. In some cases, theymay lose 4th gear entirely.

A calibration update has been issued to take care of this problem.

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!'##3!4#5#"$'63&#5#/$763&Some OBD-II vehicles equipped with a 7.3L DI Turbo diesel engines have been showingup with the MIL (Malfunction Indicator Lamp) on. When you pull the codes, eitherP0603 or P0605 will appear.

These codes may be caused by aftermarket devices designed to enhance engine andtransmission driveability. Typically these devices plug into the harness between thecomputer and the vehicle harness, or on the J3 connector located at the back of thecomputer.

Some of the vehicles may exhibit poor driveability; others will seem to operate just fine.In either case, the MIL may be lit.

To repair the code, you’ll need to remove the device and retest the vehicle for codes. Ifthe problem doesn’t return, the customer can then decide to leave it off, or return thevehicle to the person who originally installed device.

1*


!'##3!4,-89*:49*:4There are four sets of valve body gaskets that cover 1989-2001 E4OD/4R100. Here’show to choose the correct set of gaskets, by examining just the separator plate.

Step 1: Check location A.

• If it has a hole at A, use type 2 gaskets.• If it doesn’t have a hole at A, go to step 2.

Step 2: Check location B.

• If it doesn’t have a hole at B, use type 4 gaskets.• If it has a hole at B, go to step 3.

Step 3: Check location C.

• If it has a round hole at C, use type 1 gaskets.• If it has a slot at C, use type 3 gaskets.

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:4Even though there are only four different sets of gaskets to choose from, there are sev-eral separator plates.

This chart can help you identify the separator plate you have by its identificationnotches. On applications with more than one listing, either separator plate will work.

* These replacement separator plates will only retrofit if you update the entire valve body assem-bly to 1996 parts.

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9891 L8.5,L5.7,L3.7 A-800A7-ZT9E 1

59–0991 L5.7,L3.7,L8.5,L0.5,L9.4 A-800A7-ZT4F 2

A-800A7-ZT5F

59–0991 L5.7,L3.7,L8.5,L0.5,L9.4 *B-800A7-ZT6F 3

*B-800A7-ZT5F

6991 L5.7,L3.7,L8.5,L0.5,L9.4 B-800A7-ZT6F 4

AA-800A7-ZT7F

7991 L8.6 AA-800A7-ZU7F 4

AC-800A7-ZU8F

AE-800A7-Z18F

L3.7,L4.5,L6.4,L2.4 AA-800A7-ZT7F 4

8991 )ylnO001R4(L3.7L8.6 AA-800A7-ZU8F 4

)DO4E(L8.6 AB-800A7-ZU8F 4

0002–8991 L4.5,L6.4,L2.4 AA-800A7-ZT7F 4

1002–0002 M,L,J,HsgaTnoissimsnarT AB-800A7-Z18F 4

1002–9991 F,E,D,C,B,AsgaTnoissimsnarT AD-800A7-Z18F 4


The Ford 4R100 and E4OD early and late accumulator bodies aren't interchangeable.1996-and-later accumulator bodies have only three exhaust slots; earlier bodies havefour.

If you install a 1995 accumulator body with four slots on a later unit, reverse oil willexhaust through the line modulator exhaust slot.


!!If you install an A4LD pump and plate on an unmodified 4R44/55E bellhousing, you’llend up with no cooler flow. But you can easily modify the 4R44/55E bellhousing towork with the A4LD pump and plate.

This is a one-way interchange; there’s no easy way to modify the A4LDbellhousing to work with the 4R44/55E pump and plate.

To modify the 4R44/55E bellhousing:

• Extend the lube circuit passage through the additional bolt hole in the 4R44/55Ebellhousing.

• Use the pump plate to make sure the lube passage is completely clear.

! !

Remove the dam in the 4R44/55E bellhousing between the bolt hole and lube circuit.


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Use the pump plate as a template to make sure the modified hole is extended enough toopen the lube passage all the way through the plate.

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&&' ()$#The 4R44E/4R55E bellhousing is the only individual part of the two pump assembliesthat you can easily interchange, with just a simple modification. However, you can inter-change the complete assemblies, as long as you keep the components together as a set.

The following illustrations identify the differences in these assemblies, to prevent mis-matching components.


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&&&*+$, $&&&*-$&, $After a rebuild or valve body repair, some 4R44Es and 5R55Es may have some gearsmissing:

• 4R44E: No 2nd or 4th gears

• 5R55E: No 3rd or 5th gears

One likely cause for this problem is the plug between the EPC boost valve and the for-ward modulator valve is installed backward.

Use the photo to identify the correct way to install this plug.


&&./1995-96 model 4R44E/4R55E transmissions may experience no TCC application. Thismay be due to a broken tip on the TCC solenoid.

The repair is simple: Replace the solenoid. The updated solenoid part number is F77Z-7G136-AA.

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&&&&&' $A number of 4R44E, 4R55E and 5R55E transmissions have been showing up with lowline pressure and/or no line rise. Symptoms of these problems include:

• Soft shifts• Slips on acceleration• Ratio errors• Burned clutches and bands

One common cause for this is a weak or bent EPC solenoid bracket. This allows the EPCsolenoid to back out of the bore, causing line pressure to drop too low.

If you run into one of these units, check the bore and the solenoid for wear and install anew bracket, part # XL2Z-7L491-AA.

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01 !2A number of 1998–2000 Rangers equipped with the 3.0L engine have been showing upwith extension housing leaks. A further inspection reveals that the bushing has seizedonto the driveshaft yoke, and spun in the housing.

One likely cause of this problem is the computer programming: These computers origi-nally allowed the vehicle to reach speeds in excess of 95 MPH. The driveshaft yoke seizesin the bushing due to lack of lube at these speeds, which causes it to spin in the tailhousing.

To correct the leak, replace the tail housing with part # F77Z-7A039-CA, and install anupdated driveshaft.

To correct the actual source of the failure, have the processor reprogrammed to preventthe vehicle from reaching such high speeds.


345 .($)!0#!.(In 1998 Ford’s 4R70W changed its transmission connector. The illustrations show theterminal ID.

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665 (, $78 $/ )',(Whenever you’re facing a unit that won’t move after a rebuild, the first question iswhether the problem is caused by the valve body, converter or an internal transmissionproblem.

The first step in this type of diagnosis is to monitor the signal from the input speedsensor with the transmission in gear and the drive wheels stopped. If you have a signal,the input shaft is turning, so the converter must be transmitting power: The problemhas to be either in the valve body, or caused by an internal problem.

If there’s no signal from the input speed sensor, the input shaft probably isn’t turning.That means the problem is either in the valve body or converter; that’s the problem we’lldiscuss here.


',(9Remove the cooler lines and start the engine. If cooler flow is good, the converter is fullof oil. That means the valve body is doing its job, providing the oil necessary for theconverter. So that solves the problem: The converter is the culprit.

If you get little or no cooler flow it means there’s no converter charge. This can becaused by a pump volume problem or a sticking converter regulator valve.

' (8 (',(9If the pump volume is unable to meet the demands of the pressure regulator valve, themainline regulator valve will cut off converter charge to maintain as much pump volumeas possible. Check mainline and EPC pressures.

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If mainline is extremely high, and…

• EPC Normal — May be a stuck pressure regulator valve.

• EPC High (up to but not over 100 PSI) — May be a bad EPC solenoid or electricalproblem. Test accordingly.

• EPC High (over 100 PSI) — Remove the spring from the pressure failsafe valve andblock the valve toward the retaining clip with a 5/16" rubber checkball.

If mainline is extremely low, remove the side cover, and blow air into the mainline pres-sure tap. Look for signs of leaks in the mainline circuit. If there are no signs of leaks,you may have a bad pump.


Remove the springfrom the pressurefailsafe valve and

block the valve towardthe retaining clip with a

5/16" rubber checkball.


If mainline is normal, the converter charge passage in the pump shaft may be plugged,or the sleeve in the valve body rotated. Either of these conditions will cut off convertercharge oil to the converter.


The most common cause of no converter charge is the converter regulator valve sticksand blocks converter charge oil. To correct this problem, install a 20%–30% heavierspring in the converter regulator valve.


!! "#$!% A number of 1995-96 Contours and Mystiques have been showing up with a noise orvibration when moving. An inspection usually reveals excessive wear on the passengerside axle seal.

A likely source of the problem is if the wrong bolt holes were used to mount the interme-diate axle shaft bracket. The original bracket has two sets of bolt holes: One set is usedfor the MTX-75 (manual transaxle) and the other for the CD4E applications.

To prevent this from happening any more, two axle support brackets are now available:One is for the MTX-75, the other for the CD4E. But this only prevents the problem if youuse the correct bracket.

!"## # #

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42LE

Differential Disassembly and Setup ....93

Differential Disassembly .....................94

Checking and AdjustingPinion Depth ..................................100

Setting Pinion Depth ........................103

Interpreting Your Reading .............106

Differential Preload ...........................109

Pinion Shaft Preload .........................113

Differential Backlash ........................117

Output Shaft Preload........................120

Sprockets and Chain ........................121

42RH

Worn Manual Valve ..........................126

46RE / 47RE

Reverse Buzz ....................................127

Front Clutch Failure .........................128

45RFE

New Product Information .................. 129

TCM Operation .................................136

Torque Converter Lockup ................. 138

Pressure Testing ...............................139

Air Pressure Tests ............................140


In 1993, Chrysler introduced the 42LE in their Concord, Intrepid, and Vision models. In1994 they added the New Yorker and LHS to the list.

Today the 42LE is becoming popular as a rebuild prospect, and with it come certainprocedures that are critical for a successful rebuild. One of the most critical proceduresis setting up the differential, pinion shaft, and output shaft.

The output shaft is simple; it’s very similar to the 41TE. The pinion is similar to the41TE, but because it’s a helical-type arrangement you sometimes have to consider pin-ion depth. Finally, the differential; this is very similar to setting up the differential in arear-wheel drive vehicle.

Output shaft preload, pinion preload, and differential preload and backlash are proce-dures you’ll need to follow for every rebuild; we’ll cover them later.

Setting pinion depth isn’t necessary during most rebuilds. But sometimes you’ll be facedwith serious damage that requires replacement of the pinion bearings, or worse yet,replacement of the entire ring and pinion assembly. In either case, you must reset pin-ion depth. You must reset pinion depth anytime you replace the pinion shaft or pinionbearings.

And you’ll need some special tools to set the pinion depth. Some of the tools are com-mon, such as a dial indicator, bearing splitter, and miscellaneous hardware; you shouldalready have these tools on hand.

But there are a few tools that are especially made just for this process; you’ll need themas well. The picture shows all of the specialty tools we’ll use for setting up the geartrainon this unit. Included are tools we’ll use for setting the pinion depth, as well as all theprocedures for adjusting preload and backlash.


Once you have the valve body, pump, clutch drums, clutch packs and planetarygearsets removed from the transaxle, removing the differential is easy and doesn’t re-quire any special tools:

• Remove the inner and outer differential adjuster ring clamps.

• Remove the outer differential adjuster ring from the differential side cover.

• Remove the differential side cover bolts, then carefully remove the side cover,without damaging the cover-to-case mating surfaces.

• Remove the differential, then remove the inner differential adjuster ring.


The output shaft and pinion shaft are a bit more challenging. First you need to removethe drive chain:

• Measure the drive chain stretch to determine whether the chain is reusable (we’lldiscuss this procedure at the end of this section).

• Remove the snap ring and wave spring from each of the sprockets.

• Install the special sprocket spreader tool between the sprockets.

• Tighten the spreader until you can slide the sprockets up and off the output andpinion shafts easily.


• Remove and save the small plastic thrust washer from under the output sprocket.

The procedure for removing the nuts on the two shafts is the same:

• Grind or chisel the stake outward or off of each nut.

• Remove the nut from the shaft. Tools 6497 (nut wrench) and 6498 (shaft socket)make this easy. You may prefer using an impact gun to remove these nuts, butyou’ll need these tools during reassembly, so you might as well have them avail-able.


Once you have the nuts removed from the shafts, press the two shafts out of the case.The output shaft pops right out through the case, usually requiring little more than afew good taps with a soft mallet to slide the shaft through the bearing. Locate and savethe small selective metal shim from under the rear output shaft bearing.

The pinion shaft isn’t quite as cooperative. Tap (or pound, if required) the pinion shafttoward the case to pop the rear bearing off the shaft.

But the rear bearing outer race — still in the case — prevents you from tilting the pinionshaft enough to remove it from the case. For this you’ll need the bearing-race-removaltool (6577). This is a must-have tool; the race is almost impossible to remove without it.Here’s how it works:


• Install the jaws of the tool on the bearing.

• Install the tool.

• Tighten the nut.

…and the race pops off. Retrieve the selective shim from under this bearing, too.

Remove the bearing shield plate from the case by gently tapping it out from behind, thenyou can easily remove the pinion shaft through the differential housing.


The next step is to remove the pinion shaft seals. For this you can simply use a largescrewdriver or drift and drive them out through the rear of the case.

If the output shaft and front pinion shaft bearings and races are in good condition,there’s no need to remove these three races from the case. The unit is now sufficientlydisassembled, ready for parts inspection and cleaning.

The bearing race bores in the case may have a layer of oxidation. This willcause an excessively tight fit when installing new bearing races. It’s a goodidea to lightly sand the case bores of any bearing races that you removed.


!There’s no need to check the pinion shaft depth unless the pinion shaft bearings, pinionand ring gears, or case need to be replaced. If these parts are okay, skip ahead to thenext section. If you do need to perform this check, we’ll assume that you’re replacing thepinion bearings too, so we’ll also cover how to do that.

• Remove the pinion shaft front bearing race from the case using a drift or long punch.

• Lightly sand the race bore to remove any coating or oxidation.

• Remove the pinion bearing from the pinion shaft with a common bearing splitterand press.


There’s a shim between the bearing and the pinion gear: This is the selective washer tocheck if you replace the pinion shaft or its bearings.

Install the new pinion shaft front bearing race into the case. You’ll need to keep thepressing force on the race in line with the race bore, to keep the race from jammingpartway into place. But this isn’t always easy to do. Chrysler’s special tool set (6494) isdesigned specifically for this purpose. It works great and ranks quite high on our ‘MustGet’ tools list. You also need part of this tool set to perform the actual pinion depthmeasurement, which we’ll discuss next.

!


Make sure that the bearing race seats all the way down into its bore by trying to slip athin feeler gauge between the race and the end of the case bore. If the feeler gauge goesin, the race isn’t home yet. Keep pressing or bashing until the race is fully seated.

!

The tests and adjustments for pinion depth, differential preload, pinion shaftpreload, and differential backlash must be performed in the order presented.Neither pinion depth nor pinion shaft preload can be checked with the differ-ential in the case, differential preload can’t be checked with the pinion shaftin the case, and so on.


!You’ll need special tool 6549 for this, which is actually a kit that includes several tools.You will also need tool 6494-2, which is a large, disk-shaped part of tool 6494, the toolused to press the front pinion bearing race into the case.

The procedure is fairly simple:

• Install the centering block into the case, making sure it bottoms out in the ad-juster bore.


• Place the new pinion shaft front bearing on the gauge disk (6549-3) and threadedrod included in the kit, and slide them into the case.

!

• Set tool 6494-2 into the rear pinion bearing race bore, and run the special nutfrom the 6549 kit down the threaded rod, into tool 6494-2. Center the gauge diskon the bearing as you finger-tighten the nut.


!• Insert your dial indicator into the locating block from the kit, locking it into place

with the block’s set screw. Make sure that your indicator doesn’t protrude beyondthe back of the locating block. Remove the tip from your indicator and screw inthe dial indicator extension from the kit.

• Zero-out your dial indicator, using the tube-shaped special tool from the kit. Placeyour dial indicator through the tube, and then lay the fixture on a flat surface.Press down on your indicator and zero the dial indicator, then lock or tape the dialface in place so it doesn’t move.


!• To make your measurement, insert the dial indicator locating block into the center

hole of the centering block in the case. Holding the locating block against thecentering block, slowly rotate the indicator, sliding the indicator peg back andforth across the gauge disk to achieve the reading closest to zero.

"#$Since different types of indicators use different types of scales, which can involve differ-ent ways of interpreting readings, it’s easy to get confused when trying to figure out youractual measurement. We’re going to try to make this a bit easier for you.

Most dial indicators rotate clockwise when you push the indicator peg toward the dial. Ifyours does, you’re looking for how many thousandths of an inch counterclockwise yourneedle is from zero.


If your indicator rotates counterclockwise when you push it, count the thousandthsclockwise from zero to the measurement. The indicator used in our example rotatesclockwise.

Although the indicator needle is pointing to 0.060" on the dial, we’re going to ignore thatand count counterclockwise from zero, arriving at a measurement of 0.040".

One clue: Your measurement must be somewhere within the 0.023"–0.047" range. Ifyour reading is substantially different, then either you’re measuring improperly; inter-preting your measurements wrong; or the pinion shaft front bearing, race or gauge diskis out of position. Check the bearing race; it may not be pressed all the way into its bore.

To select the proper pinion depth shim, you’ll need two things:

1. The measurement value from your dial indicator reading, and…

2. The pinion adjustment factor, which you’ll add to or subtract from your measure-ment, to give you the required shim size.


The pinion adjustment factor is the number painted on the pinion shaft, with either aplus or a minus sign in front of it. If your shaft doesn’t have a number on it, the factor iszero. Ready for some twisted logic?

• If the adjustment factor number on the shaft has a minus in front of it, add thatnumber to your measurement to determine the shim size.

• If the shaft number has a plus, subtract that number from your measurement todetermine the shim size.

The shaft used has a minus 3 printed on it, so we add 0.003" to the reading of 0.040",for a required shim size of 0.043".

There are 17 shims to choose from, in increments of about 0.001", from 0.027" to0.045". Once you’ve installed the correct shim on the pinion shaft and pressed the bear-ing into place, you’re done with pinion depth.


• Install the O-ring and seal onto the inner differential adjuster ring.

Support the outside diameter of the inner adjuster while pressing the seal in,and only drive the seal in flush. It’s easy to break the center out of the ad-juster if you drive the seal too far into its bore.

• Lube the O-ring and adjuster threads with gear lube, and then install the adjusterinto the case using special tool (6502C) until it’s just flush with the differentialside of the case.

• Lube the differential bearings with gear lube, then place the differential carrierinto the case.


• Check the cover and case mating surfaces for damage on the contact area. Repairany damage that would keep the cover from lying flat on the case.

• Install the differential cover without any sealer, and tighten the bolts to 20 ft-lbs.

• Install the O-ring on the outer adjuster, but don’t install the seal yet.

• Lube the O-ring and adjuster threads with gear lube.

• Install the outer adjuster into the case, being careful not to damage the O-ring asit enters the bore. You may want to use the side of a pick tip to help feed the ringinto the bore.

• Use an inch-pound torque wrench with special tool 6503 to tighten the outeradjuster until you start to feel a bit of preload on the differential bearings. Usingthe torque wrench will make sense in just a moment.


Now you’ll set the turning torque for the differential. This is a bit tricky so follow closely:Use tool 6548, with a long extension and an inch-pound torque wrench, to measure thedifferential turning torque.

The proper turning torque for the differential carrier is:

• 19 to 23 inch-pounds for new bearings.• 6 to 10 inch-pounds for used bearings.

Remember, you’re checking for turning torque; in other words, the torque required tokeep the differential turning, not starting torque, which is the torque required to startthe differential turning.

While you’re measuring the turning torque, tighten (or loosen) the outer adjuster tochange the amount of turning torque.


Keep in mind that you’re using an inch-pound torque wrench on the outer adjustmenttool (6503). What you’re doing is measuring how much torque it takes to tighten theouter adjuster to achieve the proper differential turning torque — usually requiringabout 125–150 in-lbs of torque on the outer adjuster ring. Here’s why you’re checkingthis torque:

After you install the pinion shaft, you won’t be able to measure the differential turningtorque by itself, because the differential and pinion shaft will be engaged. But now weknow how much adjuster torque is needed to achieve the correct differential turningtorque! You’ll use the torque applied to the outer adjuster to get back to the right differ-ential turning torque, even though the pinion shaft is installed and engaged with thedifferential.

Once you’ve recorded the adjuster torque needed to achieve the correct differential turn-ing torque, remove the outer adjuster from the differential cover. Then remove the differ-ential cover and differential. There’s no reason to remove the inner adjuster, so justleave it in the case.


Set the pinion shaft into the case, and hold it in place with the support fixture tool(6595). Or you can use a substitute that will load the shaft against the front pinionbearing race firmly enough during seal installation.

• Slide the seal protector tool (6592) onto the pinion shaft so you don’t damage theseals.

• Install the two pinion shaft seals one at a time using the special driver tool(6567A), which also controls the crucial seal installation depth.


Notice that the two seals have a different outside diameter;install the smaller of the two seals with the ridges on oneside of it first, closer to the differential. These ridges mustface away from the differential, with the seal lip and garterspring facing toward the differential.

The larger seal installs with its back against the smallerseal back, seal lip and garter spring facing away from thedifferential.

• Install the bearing shield into the case.


• Slide the selective shim over the pinion shaft. Don’t worry about which selective

washer you use just yet; use the washer that came with the unit.

• Drive the rear pinion shaft bearing race into the case bore, making sure it goes allthe way down against the shoulder in the bore.

• Place the rear pinion bearing onto the shaft, then start a new pinion shaft nut onthe shaft threads.

Never beat on the bearing; the shaft is still being held by the support fixtureat the other end of the shaft. You can use the nut to press the bearing intoposition on the shaft.


To tighten the pinion shaft nut, you’ll need the same two special tools used to remove it:the socket for turning the shaft (with a torque wrench this time), and the holding wrenchfor the nut.

The torque for the nut is 200 ft-lbs, and the turning torque for the pinion shaft is 1 to 8inch-pounds. Measure the turning torque repeatedly as you tighten the nut.

• If you exceed the turning torque specification without reaching the tighteningtorque of the nut, stop and install a thicker selective washer.

• If you reach the 200 ft-lbs and have endplay on the shaft, you’ll need a thinnerselective washer.

One you achieve both the proper turning torque and tightening torque, stake the nut soit won’t back off. Chrysler has a special tool (6589) that makes staking the nut easy.


To set differential backlash:

• Place the differential into the case.

• Clean and dry the differential side cover and case mating surface.

• Apply a thin bead of silicone to the side cover and install it onto the case.

• Tighten all the cover bolts to 20 ft-lbs.

• Tighten the outer adjuster until you get to the specification you recorded earlier.Remember, you can’t check the turning torque of the differential, so you musttighten the adjuster to the specification you found earlier; this should provide thecorrect differential turning torque.


Okay, once again the next part gets a bit tricky, so follow closely. You must now set thedifferential backlash:

• Place a dial indicator through the access hole, with the tip of the indicator restingon the side of one of the differential ring gear teeth.

• Reach into the access hole and move the differential ring gear back and forthwhile you check the indicator. Make sure the pinion shaft doesn’t move whileyou’re checking the backlash.

The proper backlash is 0.0045" to 0.0105".

If the backlash is incorrect, move the differential carrier closer to, or away from, thepinion shaft.

To move the carrier toward the pinion, turn the inner adjuster away from the carrier asmall amount, then turn the outer adjuster toward the carrier the exact same amount,until you reach the proper adjuster torque. Check the backlash again.

• Moving the carrier closer to the pinion shaft reduces backlash.

• Moving the carrier away from the shaft increases the backlash.


It’s a pretty weird tool setup, so it may take some practice to get reliable readings. Onceyou have the backlash correct, recheck the tightening torque of the outer adjuster.

Remember, as you’re adjusting the differential backlash, you’re changing the turningtorque on the differential, because you’re moving the adjusters. Once you have both thebacklash and adjuster torque set properly, you’re finished with this part of the setupprocedure: Secure the adjusters with the adjuster clamps.

Install the stub shaft seal protector over the differential stub shaft and install the sealinto the outer adjuster.


The next part of the process is setting up the output shaft. You must set the turningtorque of the output shaft, just as you did the pinion shaft.

The procedure for setting the output shaft turning torque is exactly the same as it wasfor the pinion shaft. You use the same tools, the turning torque is the same, and youmeasure it the same way. And since the procedure is virtually identical, refer to thepinion shaft preload section for this procedure.


The output sprocket uses a selective shim under it to raise or lower the output sprocketto align the two sprockets.

To set up and install the sprockets and chain:

• Place the shim that came with the unit on the output shaft.

• Place the sprockets on their shafts, without the chain in place.

• Place a straightedge across the sprockets. Carefully press on the straightedge, firstover one sprocket, then the other.

The sprockets may be perfectly aligned, but it’s doubtful. You’ll most likely find thatwhen you press the straightedge over one sprocket, there’s clearance between the othersprocket and the straightedge. If so, measure this clearance with a feeler gauge. Youwant less than 0.015" clearance between the sprocket and straightedge.


If the clearance is more than 0.015", replace the selective washer under the outputsprocket with a different thickness washer, until you get the right clearance.

Once you have the sprockets aligned, it’s time to install the chain:

• Place the chain on the sprockets.

• Use the special chain sprocket-spreading tool (6550) to spread the sprocketsapart; tightening the chain and place this assembly on the shafts.

• Loosen the tool while you turn the two shafts. Once the splines of the sprocketsand shafts line up, the sprockets and chain will slide right down onto the shafts.

• Install the spring washers and snap rings that secure the two sprockets.


The last measurement is the chain snubber clearance:

• Bolt the snubber in place.

• Tighten the chain by prying on the side of the chain opposite the snubber with ascrewdriver or bar, then measure the clearance between the snubber and chain.Snubber-to-chain clearance should be 0.000"–0.030". If you have too much clear-ance, replace the snubber.


While we’re at the chain, let’s look at how you measure it for too much stretch:

• Pry on the chain the same way you did for checking snubber clearance.

• Measure the distance across the inside of the chain.

• Pry the same side of the chain in the opposite direction, and measure the distanceacross the inside of the chain again.

If you have a difference of more than 1" between the two measurements, replace thechain. Naturally, now isn’t the time to check for chain stretch; you should have donethat before you took the unit apart. But this is a great time for showing you how to do it.


This last page of the section provides charts of the shim thicknesses available for thedifferential setup procedure.

These procedures are time consuming and precise, but they really are necessary. Thetools used in these procedures run about $1000. Naturally you can improvise for some ofthem, but with others you’ll have to get the tools, because the right tools will let you dothe job right… the first time.

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!"#$ % &Dodge has a recall on 1991 and 92 Dakotas with the 42RH transmission. The problemhas to do with the manual valve wearing out. Dodge offers a replacement valve under kitnumber CBMT8710.

You may not want to purchase the complete kit, since it includes the pan gasket, a filterand some other seals that you probably already have. But always check the manualvalve for wear.


!"#$$This complaint is very common. There have been a number of fixes designed to helpcombat this complaint, such as:

• Pressure Regulator Valve (Steel OEM): 4130169

• Brass Screen (Aftermarket): Ask your supplier

• Servo Kit (OEM: Reverse Band Anchor, Reverse Boost Valve and Plug):04897877AA

• Reverse Boost Sleeve (OEM): 52118761

• Reverse Boost Plug (OEM): 52118763

• Worn Manual Valve: Replace the valve body or get a good valve

All these repairs have fixed the problem at one time or another… but none of themworks every time.

Pay special attention to the pump gears: Any wear across the face of the teeth can andwill cause a buzz. Using the higher volume pump on 46RE and 47RE units will usuallytake care of this problem.


!%& % Make sure you inspect the seal surface of the front clutch carefully during every rebuild.Some front clutch drums weren’t finished properly, so they wear out the piston seal. Ifthe seal surface isn’t smooth all the way around, replace the front clutch drum.

And make sure the inner seal isn’t recessed too deeply into the seal groove. Some drumshave seal grooves that are cut too deep, which prevents the seal from making adequatecontact with the piston.

Check the seal surface indicated: Ifthey aren’t smooth all the wayaround, replace the drum.

And make sure the sealprotrudes slightly.


'%()*The 45RFE is used in the 1999-on Jeep Grand Cherokee, equipped with the 4.7L engine.The 42RE is still used with the smaller 4.0L engine in the Jeep Grand Cherokee. Thiscan lead to some problems when giving quotes for servicing these vehicles. Make sure ofthe engine size to determine which unit you’re dealing with.

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The primary mechanical components of the transmission are:

• Three multiple disc input clutches — underdrive, overdrive, and reverse.

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• Three multiple disc holding clutches — 2C, 4C and Low/Reverse).


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• Three planetary gear sets — reaction, reverse and input.


• Dual-stage hydraulic oil pump, consisting of four TCC valves, a pressure regulatorvalve, two pumps (primary and secondary), and a bolt-on stator.

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• Valve body — low/reverse switching valves, solenoid switch valves, 7 checkballs,and a manual valve. Features five hydraulic accumulators — overdrive,underdrive, 4C, 2C, and low/reverse.

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• Solenoid pack — solenoids, pressure switches, range selector, and temperaturesensor. There are 23 pins in the connector.

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The Transmission Control Module (TCM) is the brain of the electronic control systemand relies on information from various direct and indirect inputs (sensors, switches,etc.) to determine driver demand and vehicle operating conditions. With this informa-tion, the TCM can calculate performance in a timely manner, to optimize the shifts.Various output or control devices are used to achieve this, such as the solenoid pack,transmission control relay, etc.

The 45RFE relies on full electronic control for all upshifts and downshifts. It featuresreal-time adaptive closed-loop shift and pressure control.

Direct Inputs:

• Battery (B+) Voltage• Ignition (On) Voltage• Transmission Control Relay (Switched B+)• Throttle Position Sensor• Crankshaft Position Sensor• Transmission Range Sensor• Pressure Switches• Transmission Temperature Sensor• Input Shaft Speed Sensor• Output Shaft Speed Sensor• Line Pressure Sensor

Indirect inputs:

• Engine/Body Identification• Manifold Pressure• Target Idle• Torque Reduction Confirmation• Engine Coolant Temperature• Ambient/Battery Temperature• DRB Scan Tool Communications


Direct Outputs:

• Transmission Control Relay• Solenoids• Torque Reduction Request

Indirect Outputs:

• Transmission Temperature (to ECM)• PRNDL Position (to BCM)

Other responsibilities and functions of the TCM are:

• Storing and maintaining Clutch Volume Indexes (CVIs).• Storing and selecting appropriate shift schedules, depending on shift lever posi-

tion, throttle position, engine load, fluid temperature, and software level.• System Self-Diagnostics• Diagnostic Capabilities (with DRB scan tool)

If you replace the TCM, you’ll have to perform the Quick Learn Procedure.

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Now, with all that out of the way, let’s get into some of the things that make this unitstand above others that are trying to achieve the same things.


!The lockup torque converter has four different working modes:

• No EMCC (Electronic Modulated Converter Clutch): When the L/R solenoid is off,there’s no EMCC. Several conditions can cause this, such as a failure in the trans-mission or the TCM simply determines that, because of the load, it isn’t needed.This may be normal.

• Partial EMCC: The L/R solenoid is modulated (duty cycled) to obtain partiallockup. The TCM maintains partial EMCC until conditions are right for it to switchto full lockup. During partial EMCC, some slip occurs. Partial EMCC usually takesplace at lower road speeds, low load and light throttle.

• Full EMCC: The TCM increases the L/R solenoid duty cycle to 100% (full on) onlyafter partial EMCC. The TCM brings the transmission input speed within thedesired slip range of the engine speed, relative to engine RPM.

• Gradual-to-no EMCC: This is to soften the change from full or partial EMCC to noEMCC. This occurs at mid-throttle. The TCM decreases the duty cycle on the L/Rsolenoid to achieve this.

To determine how to control lockup, the TCM uses coolant temperature, engine RPM,vehicle speed, throttle position, and manifold vacuum. The TCC can be engaged in thirdgear while in D range, and in fourth gear in OD range, depending on the position of theoverdrive control switch.


"""#There are only three pressure tests you can perform from the outside of the 45RFE: T/Coff (converter released), T/C on (converter applied), and line pressure, which requires aspecial adapter. This adapter allows you to check the integrity of the pressure trans-ducer, as well as the working line pressure at idle. Compare the pressure reading onyour scan tool to the gauge reading to determine whether the transducer is sending thecorrect signal to the TCM.

It’s possible to check all of the clutch circuits by using a special oil pan that lets youhook into virtually every circuit in the transmission. This pan must be used whenchecking oil pressures.

The 45RFE uses closed loop control of the line pressure, so the pressure readings mayvery greatly, but should always follow line pressure. The pressure specs are:

• Upshift/downshift pressure for all shifts except the 3–4, 4–3 and 4–2 prime is120 PSI.

• Upshift/downshift pressure for the 3–4, 4–3, and 4–2 prime is 100 PSI.

• Garage shift pressure for N–R is 220 PSI.

• Garage shift pressure for R–N and N–1 is 120 PSI.

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$""""When air pressure testing, always regulate the air pressure to 30 PSI. You can performthese air pressure tests in the vehicle or on the bench when repairing this unit. Refer tofor the different test port locations.

Air pressure tests will enable you to determine the holding ability of the clutch drumbeing used. If the clutches are damaged, the test won’t let you determine the holdingability of that clutch, but it does let you identify problems in the apply circuit.


Nissan

Soft Shifts, Burnt Clutchesand Bands, Poor Line Pressure .......143

RE4F02A and RL4F02A .................144

RE4F03A.......................................145

RE4F04A and 4F20E .....................146

RL4R01A, RE4R01A,R4A-EL and R4AX-EL .................147

RE4R03A ......................................148

JR403E .........................................149

Subaru 4-Speed ............................150

RE4R01A, RE4R03A, R4AEL,Subaru and JR403ELine Pressure Control Solenoid....152

RE4F02A Line PressureControl Solenoid .........................152

RE4F03A, RE4F04A and 4F20ELine Pressure Control Solenoid....153

RE4F02A.......................................154

RE4F03A, RE4F04A and 4F20E ....155

RE4R01A, RE4R03A, R4A-EL,R4AX-EL, JR403E andSubaru 4-Speed ..........................156

RE4F02A.......................................157

RE4F03A, RE4F04A and 4F20E ....158

RE4R01A, RE4R03A, R4A-EL,R4AX-EL, JR403E andSubaru 4-Speed ..........................159

Nissan RE4F02A

Low Pressure at Idle .........................160

Nissan RE4F04A and 4F20E

Slides Through 2nd Gear,Upshifts 1–3–4 ...............................163

Nissan Trouble Code Diagnosis

Code Retrieval Procedures ................166

Preliminary Check ............................167

All, Except J30, Q45 and Quest ........168

Quest Only .......................................168

J30 Only .......................................... 169

Q45 Only.......................................... 169

Reading Codes – Most Systems .........170

Reading J30 Codes ...........................172

Reading Q45 Codes ..........................174

Diagnostic Trouble Codes ................. 175

Clearing Diagnostic Trouble Codes ...175

Code 1: Revolution Sensor ................176

Code 2: VSS (Vehicle Speed Sensor) ..178

Code 3: TPS(Throttle Position Sensor) ...............181

Solenoid Codes .................................184

Code 8: Fluid Temperature Sensor Out ofRange ............................................186

Code 9: Engine Revolution Signal ..... 188

Nissan Computer Pin Charts

All Up to 1998Except RWD Vans and Wagons ...... 189

All RWD Vans and WagonsUp to 1998 .....................................191

1999-On...........................................193

Subaru Computer Pin Charts

Early Models ....................................195

Late Models ......................................197


It isn’t uncommon for electronically-controlled Nissan transmissions to have problemswith line pressure. Whether it’s low mainline at idle, not enough line rise, or no line riseat all, the result will be soft shifts or burnt clutches and bands. It’s a good idea to checkpressures before any work is performed on the vehicle. But it’s absolutely necessary tocheck pressures when you reinstall the unit, even if it seems to work great.

Most of these transmissions don’t have a true line pressure tap. Instead, you can checkline pressure by checking the forward clutch pressure when the unit’s in D, S and L,and reverse clutch pressure when it’s in reverse. But remember, if forward clutch pres-sure is 20 PSI at idle, it could be a mainline pressure problem… or it could be a leak inthe forward clutch circuit. The point is, don’t assume there’s a problem with mainlinepressure just because forward clutch pressure is low.

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The most common reason for no line rise in Nissan transmissions with electronic pres-sure control is a bad line pressure control solenoid. The only way to purchase one ofthese solenoids separately is to order one for the RE4R01A, part # 31940-41X01. AllNissan line pressure control solenoids are the same, except for the bracket and wiring.

The bracket is held on to the solenoid by a snap ring. To use this solenoid on otherunits, simply use the original connector and bracket from the unit you’re working on,and splice the wires to the original connector.

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Another common reason for no line rise is insufficient feed to the line pressure controlsolenoid. Always enlarge the line pressure control solenoid feed orifice to 0.042", onevery Nissan transmission you rebuild.

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If you are getting line rise — but not enough — on all Nissans except RE4F02A, install a25%–30% stronger spring in the pilot valve and a 40%–45% stronger spring in the pres-sure modifier valve. The RE4F02A doesn’t use a pressure modifier valve, but you canstill add a 25%–30% stronger spring in the pilot valve. These modifications will greatlyimprove line rise and can be used as a normal rebuild procedure.

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Install a 40%–45% stronger springin the pressure modifier valve.



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Install a 40%–45% strongerspring in the pressuremodifier valve.


"#'(The RE4F02A has a unique way of controlling the pump slide.

The job of the mainline regulator valve is to control pressure by dumping pump volumewhen mainline pressure is too high. When the mainline pressure is too high, the valvemoves toward the spring and opens a passage that sends the excess oil through theconverter relief valve to the converter. If this isn’t enough to regulate mainline pressure,the valve moves farther toward the spring, sending pressure to the control cylinder. Thecontrol cylinder pushes the pump slide to lower the output volume.

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"#'(The problem occurs when the area where the pump slide contacts the pump is eitherworn or machined wrong. When this happens, the first time the control cylinder movesthe slide, the slide sticks hydraulically in a low volume position. This will cause low linepressure at idle.

When the area that the slidecontacts is worn or machinedwrong, the slide can stick hydrau-lically in a low volume position.


"#'(To correct or prevent the pump slide from sticking, block the control cylinder pistontoward the cover. This will prevent the control cylinder from moving the pump slide. It’sokay to do this during every RE4F02A rebuild.

To prevent the pump slide fromsticking, block the control cylinderpiston toward the cover.

Single-seal type usesa THM 200-4R centersupport bushing.

Dual-seal type uses aTHM 350 sun gear bushing.


""#)*#+,&--We haven’t found a consistent fix for these symptoms. Instead, there are a few modifica-tions to cure the problems. You can perform these modifications, one by one, until theproblem goes away, or you can perform them all at once.

Step 1: Check mainline, and make sure it’s operating properly(covered in the previous section.)

Step 2: Install a lighter spring in the 2–4 servo.

Install a lighter springin the 2–4 servo


""#)*#+,&--Step 3: Install a heavier spring in the 1–2 accumulator piston.

Install a heavier spring intothe 1–2 accumulator piston.


""#)*#+,&--Step 4: Enlarge the feed hole to the 1–2 accumulator piston to 0.072".

Enlarge the feed hole tothe 1–2 accumulatorpiston to 0.072".

!


) .*/Nissan and Infinity provide diagnostic trouble codes through one of four ways:

• Power (or Power Shift) Light• O/D Off Light• A/T Check Light• Digital readout at the diagnostic information display

These systems indicate there are codes in memory by flashing the light 16 times everytime you start the engine.

The light used to indicate and display codes depends on the specific vehicle you’re work-ing on.

"#$%

The 300 ZX and J30s display diagnostictrouble codes through the A/T Check light.

& &

Q45s display diagnostic trouble codesthrough a digital display.

Some Nissans and Infinities display troublecodes through the O/D Off light.

If the vehicle has a Mode switch, it indicatescodes through the Power or Power Shift light.

"&%


012To enable Nissans to display any diagnostic trouble codes stored in memory, you have torun through a specific procedure. This puts the system into the mode to display diag-nostic trouble codes.

Before you can begin the code procedure, you must first run through a preliminarycheck, to prepare the vehicle for self-diagnosis, and to make sure the lights are workingproperly.

Here’s how to prepare the system to deliver codes.

Step 1: Bring the engine to normal operating temperature.

Step 2: Turn the key off.

Step 3: Set the parking brake.

Step 4: Turn the key on, engine off.

Now you’re ready to check the display light, to make sure it’s capable of working. Thisapplies to all vehicles except the Q45.

This procedure depends on what type of light and switches the vehicle uses:

Step 1: Put the switch in the proper position:

• If the vehicle has an O/D Off button, work the button to make sure the O/DOff light comes on. Then work the button again to turn the light off.

• If the vehicle has a Mode button, work the button to make sure the Power orPower Shift light comes on. Then work the button again to turn the light off.

Step 2: Turn the key off, and wait a few seconds.

Step 3: Turn the key on, engine off.

The indicator light on the dash should come on for a few second, then turn off. This is tocheck the light circuit, to make sure it’s capable of indicating codes. If the light doesn’tcome on now, check the light circuit’s operation before continuing the test procedure.

Step 4: Turn the key off.

Step 5: Move the shifter to D.

Step 6: Turn the O/D Off switch off.

Now you’re ready to begin the specific procedure to retrieve codes. The procedure de-pends on which vehicle you’re working on.

) .*/


3&!454Here’s how to set the system to display diagnostic trouble codes, on all Nissans andInfinities, except the J30, Q45 and Quest:

Step 1: Turn the key on, engine off, and wait for a few seconds.

Step 2: Move the shifter to 2.

Step 3: Turn the O/D switch on (light off).


Step 5: Turn the O/D switch off (light on).

Step 6: Press the throttle to the floor and release it.

Step 7: On vehicles that display codes through the O/D Off light, turn the O/D switchon.

After performing this procedure, the computer system will display any diagnostic troublecodes by flashing the appropriate light on the dash.

461Here’s how to set the system to display diagnostic trouble codes on the Quest:

Step 1: Hold the O/D Off button in, and turn the key on, engine off. Then wait for a fewseconds, and release the button; at this point, the O/D Off light should be lit.


Step 3: Press and release the O/D Off switch; the O/D Off light should go out.


Step 5: Press and release the O/D Off switch; the O/D Off light should come back on.

Step 6: Press the throttle to the floor and release it.

After performing this procedure, the computer system will display any diagnostic troublecodes by flashing the O/D Off light on the dash.

) .*/


!61Here’s how to set the system to display diagnostic trouble codes on the J30:

Step 1: Turn the key on, engine off, and wait for a few seconds.


Step 3: Press the throttle to the floor, then release it.



Step 4: Move the shifter to the right — this puts the shifter into Manual 1.


After performing this procedure, the computer system will display any diagnostic troublecodes by flashing the A/T Check light on the dash.

4561Here’s how to set the system to display diagnostic trouble codes on the Q45:

Step 1: Turn the odometer reset counter knob counterclockwise, and hold it there forthe next step.

Step 2: Turn the key on, engine off, and then release the odometer reset knob — theodometer display should display “AT CHECK.”





Step 7: Move the shifter to the right — this puts the shifter into Manual 1.


After performing this procedure, the computer system will display any diagnostic troublecodes on the digital odometer display.

) .*/


*-710Nissans and M30 Infinities display diagnostic trouble codes using an 11-flash sequence.The light flashes 11 times in a row; the sequence always starts with a long flash —about two seconds long. It’s followed by 10 shorter flashes.

If there are no problems in the system, all ten flashes will be very short — about 0.2seconds each.

Here’s how Nissans and mostInfinities indicate no diagnos-

tic trouble codes in memory.

But if the computer identifies a problem in the system, one of those 10 flashes will belonger — nearly a full second long. Count the flashes: The long flash identifies the codein memory.

For example, if the first flash after the two second flash is the long one, you’re looking atcode 1.

Here’s how Nissans andmost Infinities display

diagnostic trouble code 1.

And here’s how Nissansand most Infinities displaydiagnostic trouble code 4.

This is how Nissans and someInfinities would display codes

1, 4 and 8 at the same time.

If the fourth flash is the longer one, you’re looking at code 4.

If there’s more than one code in memory, the computer displays all of the codes in thesame pass. Here’s how a system would display codes 1, 4 and 8 at the same time:

) .*/


After the code displays, the light remains off for about 21/2 seconds. If there are no othercodes in memory, the computer repeats the code; if there are additional codes stored,the computer displays the next code in the sequence.

If the light flashes on and off, in regular, one-second intervals, it indicates the battery islow or was disconnected long enough to interrupt the computer memory.

) .*/

*-710

If the light remains on or off, try performing the sequence again: You may have missedone of the steps in the procedure.

If the light still remains off, look for a problem in one of these systems or circuits:

• shift lever position (inhibitor) switch• 1-range switch• kickdown switch• idle switch (closed throttle position switch)• overdrive switch• display circuit system• computer

If the battery is low, or wasdisconnected long enough to

affect the computer’s memory,the light will flash on and off in

regular, one-second intervals.


*!Infinity J30s display diagnostic trouble codes using a 13-flash sequence. The lightflashes 13 times in a row; the sequence always starts with a long flash — about twoseconds long. It’s followed by 12 shorter flashes.

If there are no problems in the system, all twelve flashes will be very short — about 0.2seconds each.

) .*/

Here’s how J30s displaydiagnostic trouble code 1.

And here’s how J30s displaydiagnostic trouble code 4.

Here’s how J30s indicatethere are no diagnostic

trouble codes in memory.

This is how the J30 computerwould display codes 1, 4 and

8 at the same time.

But if the computer identifies a problem in the system, one of those 12 flashes will belonger — nearly a full second long. Count the flashes: The long flash identifies the codein memory.

For example, if the first flash after the two second flash is the long one, you’re looking atcode 1.

If the fourth flash is the longer one, you’re looking at code 4.

If there’s more than one code in memory, the computer displays all of the codes in thesame pass. Here’s how a system would display codes 1, 4 and 8 at the same time:


) .*/

*!

After the code displays, the light remains off for about 21/2 seconds. If there are no othercodes in memory, the computer repeats the code; if there are additional codes stored,the computer displays the next code in the sequence.

If the light flashes on and off, in regular, one-second intervals, it indicates the battery islow, or was disconnected long enough to affect the computer memory.

If the light remains on or off, try performing the sequence again: You may have missedone of the steps in the procedure.

If the light still remains off, look for a problem in one of these systems or circuits:

• shift lever position (inhibitor) switch• 1-range switch• kickdown switch• idle switch (closed throttle position switch)• display circuit system• computer

If the battery is low, or discon-nected long enough to affect

the computer memory, the lightwill flash on and off in regu-

lar, one-second intervals.


) .*/

*45The Infinity Q45 indicates diagnostic trouble codes through a digital display. This dis-play doubles as the odometer display. During the diagnostic trouble code retrieval, youhave to turn the odometer reset knob counterclockwise; this changes the odometerdisplay to read “AT CHECK.”

After you’ve gone through the diagnostic trouble code retrieval procedure, any codes inmemory will display in a hexadecimal format; that is, it will display any codes as a 1through 10, or as an A through D.

If there are no codes in memory, the odometer will display “OK.”

& & Q45s display diagnostic troublecodes through a digital display.

Here’s how a Q45 would dis-play diagnostic trouble code 1.

Here’s how a Q45 indicatesthere are no codes in memory.


Here is a list of the diagnostic trouble codes that apply to Nissans. Remember, nevercondemn a component based solely on a code; always check the circuit and componentbefore replacing any parts.

) .*/

.*)

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2 2 2 tiucricretemodeeps—rosneSdeepSelciheVdetrohSronepO

3 3 3 detrohSronepOtiucriCrosneSnoitisoPelttorhT

4 4 4 detrohSronepOtiucriCAdioneloStfihS

5 5 5 detrohSronepOtiucriCBdioneloStfihS

6 6 6 tiucriCdioneloShctulCnurrevOrodioneloSgnimiTdetrohSronepO

7 7 7 detrohSronepOtiucriCdioneloSpukcoL

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9 9 9 detrohSronepOtiucriClangiSMPRenignE

01 — — detrohSronepOtiucriCdioneloSerusserPeniL

— 01 A detrohSronepOsirosneSdeepStfahSenibruT

— 11 B detrohSronepOtiucriCdioneloSerusserPeniL

— 21 C dnaenignEneewtebtiucriClortnoCenignEdetrohSronepOsisretupmoCnoissimsnarT

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*.*) Nissan clears any codes in memory automatically after you’ve repaired the problem, andstarted the engine twice.


8/

The revolution sensor produces an AC signal that increases in voltage and frequency asoutput shaft speed increases. Typical voltage is about 0.5 VAC at a slow vehicle speedand can go as high as 15–20 VAC in some cases.

The sensor uses two wires, but the connector has three terminal cavities: terminal 3 isthe ground wire for a shielded housing.

While the computer uses the frequency to calculate vehicle speed, it won’trecognize the signal if the voltage is below about 0.5 VAC. This is called thethreshold voltage.

) .*


The computer must see a signal from the VSS while receiving no signal from the revolu-tion sensor.

)*/

) .*

'

)The resistance should be between 500 – 600 ohms at normal operating temperature, butchecking the resistance of the revolution sensor isn’t a complete test. If the resistance isout of range, the sensor is bad. But even if the resistance is within specs, the sensorcould still create insufficient voltage or a variation in frequency. That’s why you shouldalways check sensor output too.

/6&)With the sensor either connected or disconnected, probe the two wires with your digitalmeter or scope.

With the drive wheels rotating, the signal voltage should be above 0.5 VAC. The fre-quency should be zero with the vehicle stopped, and should increase smoothly withvehicle speed.

Shown from the sensorside of the connector.

8/

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#899& The VSS produces an AC signal that increases in voltage and frequency with vehiclespeed. Typical voltage is about 0.5 VAC at a slow vehicle speed and can go as high as15–20 VAC in some cases.

The combination meter (speedometer) uses the AC signal to toggle a 5-volt DC reference,which the computer uses to calculate vehicle speed.

) .*

The computer must see a signal from the revolution sensor and receive no signal fromthe VSS.

#!$!

$!(

)!*

+


)*9&

)The resistance should be about 200 ohms at normal operating temperature, but check-ing the resistance of the VSS isn’t a complete test. If the resistance is out of range, thesensor is bad. But even if the resistance is within specs, the sensor could still createinsufficient voltage or a variation in frequency. That’s why you should always checksensor output too.

6&)With the VSS either connected or disconnected, probe the two wires with your digitalmeter or scope.

With the drive wheels rotating, the signal voltage should be above 0.5 VAC, and can riseas high as 15–20 VAC. The frequency should be zero with the vehicle stopped, andshould increase smoothly with vehicle speed.

) .*

VSS connector shownfrom the sensor sideof the connector

#89


)*9&

9*0&While the VSS creates its own AC signal, the computer never actually receives that sig-nal. Instead, the combination meter (speedometer) takes the AC signal, and creates adigital, 5-volt DC signal that varies in frequency; as the vehicle speed increases, thesignal frequency increases with it. This is the signal that the TCM receives.

)*.*To check the DC signal at the TCM, you’ll need a digital meter that reads DC frequencyor an oscilloscope.

• Use the pin charts to find the VSS signal wire at the computer.• Backprobe the VSS signal wire with your meter or scope’s positive lead.• Connect the negative lead to the computer signal ground.• Rotate the drive wheels.

The signal from the speedometer should switch from zero to 5 volts. As you increase thewheel speed, the signal speed — or frequency of the pulses — should increase. On ameter, the signal voltage will average out to about 2.5 volts. The frequency of the signalshould continue to increase with wheel speed.

If the signal isn’t correct, check these three items before condemning the speedometer:

• Make sure the VSS signal to the speedometer is correct.• Make sure you have a good 5-volt reference signal to the speedometer.• Make sure you have a good ground to the speedometer.

If these three items check out okay, the speedometer is probably the source of the problem.

) .*#89


8))

The TPS provides a varying voltage signal to the computer.

Inside the TPS are two additional switches: the idle switch and the full throttle switch.These switches supply the computer with a 12-volt signal, one at idle and the other atfull throttle. But failure of the idle /full throttle switches will not set a code #3. Thefunction and connector view is provided to avoid confusion while testing the TPS.

The TPS signal travels through the short harness attached to the side of the TPS; theidle/full throttle signals use the connector molded to the TPS housing.

) .*

The computer must see a TPS signal below 0.2 volts or above 5 volts.

',-

Idle / Full Throttle Switch harnessconnector shown from the switchside of the connector

Throttle Position Sensor (TPS)harness connector shown fromthe switch side of the connector


)*)

) .*

• Backprobe terminal #1 at the sensor.

Reference voltage should be about 5 VDC. If incorrect most Nissans supply refer-ence voltage to the TPS from the TCM and the ECM. One of the computers shouldbe able to provide the correct voltage. Splice in a new wire from the correct voltagesource to the sensor.


The ground circuit should have no more than 0.1 V. If incorrect, splice in a wire tothe battery (–) terminal.


Signal voltage should increase steadily with throttle opening. Any sudden drop-outs or glitches in the signal can indicate a faulty sensor or wire returning to theECM or TCM.

8)

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) .*8)

Testing the TPS signal return voltage at the TCM is a valid test. Knowing that the returncircuit is typically wired to the ECM first, and then is an output to the TCM can shortendiagnostic time.

The circuit pin numbers and locations vary between vehicles at the computers.

Check the signal output from the ECM. If the signal is incorrect, splice in a new wirefrom the input at the PCM to the input at the TCM.


All but one Nissan transmission use five solenoids: two shift solenoids, an overrun sole-noid to control engine braking, a lockup solenoid, and a line pressure controlsolenoid.The R4AEL in a Mazda 929 uses a 6th solenoid together with a lockup PWM;this is an on-off solenoid.

The chart indicates the code that each solenoid will set, and the specs for testing thatsolenoid.

) .*

As soon as the ignition turns on, the computer begins monitoring current flow througheach of the solenoid circuits. The computer will identify a solenoid problem if the currentis either too high or too low.

.*)&Solenoid codes are easy to fix as long as you keep in mind that only one or more of thefollowing items can cause a solenoid code to set:

Battery Voltage: Battery voltage directly affects current flow throughout all electricalcircuits, including the solenoids. The system must maintain between 12.6 to 15.0 voltsat all times.

Insufficient Ground: Make sure the transmission case is well grounded.

Poor Connections and Bad Wiring: Inspect the connectors first. If they’re good, con-sider replacing the wire in question, from the computer to the solenoid.

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Bad Shift Solenoids: Shift solenoids don’t go bad electrically that often. But if you sus-pect a bad solenoid, try connecting some known good solenoids to the harness, outsideof the case, before pulling the pan.

Bad Computer: Before replacing the computer, try connecting a solenoid directly to thecomputer. Try to get as close to the computer connector as possible, cut the wire nearthe computer connector, and connect it directly to the known good solenoid (refer to pinchart).

) .*

.*)&


:8")0&6*

The fluid temperature sensor is a thermistor; a variable resistor that changes resistancebased on temperature. The fluid temperature sensor is a Negative Temperature Coeffi-cient (NTC) thermistor; that is, its resistance decreases as temperature increases.

The computer supplies a 5-volt reference to the sensor. When the sensor is cold, itsresistance is high, so the signal voltage will be high. As the temperature increases, theresistance through the sensor to ground decreases, so the voltage also decreases.

) .*

The computer must read a signal that is out of range (open or shorted signal).

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) .*

)*")0&The best way to test the fluid temperature sensor operation is to start when the systemis cold, and then continue to monitor it as the system warms up. Here’s how to checkthe sensor signal:

• Backprobe the fluid temperature sensor wire with the positive lead from yourscope or digital meter.

• Connect the negative lead to a good ground.

• Start the engine, and check the signal. It should be high, depending upon thetemperature outside.

Let the vehicle run with your meter connected. If possible, drive the vehicle while moni-toring the sensor signal. As the transmission fluid warms up, the sensor signal voltageshould continue to drop off smoothly.

When the transmission temperature reaches normal operating temperature, the sensorsignal should have dropped below about half a volt.

If the sensor voltage is out of range, make sure you have a good connection to the sen-sor. If the connections are okay, but the sensor voltage drops off to zero or jumps to 5volts, the sensor’s probably bad.

:8")0&


) .*;8*/*

*The engine revolution signal isn’t like other signals to the computer. Instead of comingfrom a dedicated sensor, the engine revolution signal is created by the engine controlmodule (ECM) for the transmission computer. It’s based on the signal the ECM receivesfrom the crankshaft sensor.

This is a digital signal that switches from zero to five volts. It varies in frequency basedon engine RPM.

)**/*Since the engine starts and runs, we have to assume the crankshaft sensor is workingproperly. Without the reference signal from the crankshaft sensor, the engine won’tstart.

So with that in mind, you can narrow down the engine revolution signal failure to a fewareas:

• The ECM isn’t developing the proper signal.

• There’s an open or short in the wiring between the ECM and the transmissioncomputer.

• The transmission computer isn’t acknowledging the signal properly.

Check the signal from the ECM at the transmission computer with the engine running,using a scope or digital meter.

• If you’re getting a signal at the transmission computer, the TCM itself is mostlikely the problem.

• If you don’t have a signal at the transmission computer, run a new wire from theECM to the transmission computer.

• If you still don’t get a signal, the problem is most likely in the ECM.


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Conversion Tables ............................................................... 200

Resistor Values ................................................................... 203

Ohm’s Law.......................................................................... 204

Electrical Power .................................................................. 204

Electrical Formulas ............................................................. 205

Resistors in a Series Circuit ............................................. 205

Two Resistors in a Parallel Circuit .................................... 205

Multiple Resistors in a Parallel Circuit ............................. 205

Two Capacitors in a Series Circuit.................................... 205

Multiple Capacitors in a Series Circuit ............................. 205

Capacitors in a Parallel Circuit ........................................ 205

Schematic Symbols ............................................................. 206

Glossary of Electrical Terms ................................................ 208

Abbreviations ...................................................................... 213

Numeric Equivalents ........................................................... 213


Area

Multiply By To Obtain

In² 645.2 mm²

In² 6.452 cm²

In² 0.0069 Ft²

Ft² 0.0929 m²

Ft² 144.0 In²

m² 10.764 Ft²

cm² 0.155 In²

mm² 0.00155 In²

area of a circle = πr²area of a cylinder = πr²h

π = 3.14 r = Radius h = Height

Distance


in 25.4 mm

in 2.54 cm

mm 0.0394 in

cm 0.3937 in

ft 0.3048 meter

ft 5280.0 miles

meter 3.2808 ft

mile 1.6093 km

km 0.6214 mile

Pressure


PSI 0.0703 kg/cm²

PSI 0.0689 bar

PSI 6.8948 kPa

kPa 0.14503 PSI

bar 14.503 PSI

kg/cm² 14.2233 PSI

Hg 34.0136 mbar

mbar 0.0294 Hg

Temperature

(F° – 32) x 5 ÷ 9 = C°

(C° x 9 ÷ 5) + 32 = F°


Torque


in-lbs 0.0833 ft-lbs

in-lbs 0.113 Nm

in-lbs 1.152 kg-cm

ft-lbs 12.0 in-lbs

ft-lbs 1.3558 Nm

ft-lbs 0.138 kg-m

Nm 0.73756 ft-lbs

Nm 8.8507 in-lbs

kg-cm 0.8679 in-lbs

kg-m 7.233 ft-lbs

Volume (Liquid Measure)


Quarts 0.94633 Liters

Pints 0.4732 Liters

Ounces 0.02957 Liters

LIters 1.05672 Quarts

LIters 2.11344 Pints

Liters 33.81497 Ounces

Volume (Cubic Measure)


Cubic in. (in3) 0.01639 Liters

Cubic in. (in3) 16.387 Cubic cm (cm3)

Cubic in. (in3) 16387.0 Cubic mm (mm3)

Liters 61.025 Cubic in. (in3)

Cubic cm (cm3) 0.06103 Cubic in. (in3)

Cubic mm (mm3) 0.000061 Cubic in. (in3)

Weight


Grams 0.03527 Ounces

Ounces 28.3495 Grams

Ounces 0.0625 Pounds

Pounds 16.0 Ounces

Pounds 0.0005 Tons

Pounds 0.4536 Kilograms

Tons 2000.0 Pounds

Tons 907.18 Kilograms

Kilograms 2.20462 Pounds

Kilograms 0.001102 Tons


* The voltage values are based on a 14-volt system voltage. Variations from thislevel will affect all of the voltage readings.

Duty Cycle/Dwell/VoltageDuty Cycle (%) Degrees Dwell

Voltage*Feed Controlled Ground Controlled 4-Cyl Scale 6-Cyl Scale 8-Cyl Scale

100 0 90.0 60 45.00 14.0

95 5 85.5 57 42.75 13.3

90 10 81.0 54 40.50 12.6

85 15 76.5 51 38.25 11.9

80 20 72.0 48 36.00 11.2

75 25 67.5 45 33.75 10.5

70 30 63.0 42 31.50 9.8

65 35 58.8 39 29.25 9.1

60 40 54.0 36 27.00 8.4

55 45 49.5 33 24.75 7.7

50 50 45.0 30 22.50 7.0

45 55 40.5 27 20.25 6.3

40 60 36.0 24 18.00 5.6

35 65 31.5 21 15.75 4.9

30 70 27.0 18 13.50 4.2

25 75 22.5 15 11.25 3.5

20 80 18.0 12 9.00 2.8

15 85 13.5 9 6.75 2.1

10 90 9.0 6 4.50 1.4

5 95 4.5 3 2.25 0.7

0 100 0.0 0 0.00 0.0


123451234512345123451234512345123451234512345123451234512345123451234512345123451234512345123451234512345

123412341234123412341234123412341234123412341234123412341234123412341234123412341234

123451234512345123451234512345123451234512345123451234512345123451234512345123451234512345123451234512345

123412341234123412341234123412341234123412341234123412341234123412341234123412341234

So if the bands are: The resistor value is:

Blue Green Yellow Silver6 5 0,000 ±10% = 650 kΩ, ±10%

Red Violet Brown Gold2 7 0 ±5% = 270 Ω, ±5%

White Orange Violet Plain9 3 0,000,000 ±20% = 930 MΩ, ±20%

If you can read the bands on a ceramic resistor, you can determine its resistance valueand its tolerance:

• The first two bands indicate the first two digits of its resistance value.• The third band indicates the number of zeros to add.• The fourth band indicates the tolerance.

Resistance Values

Color 1st Band 2nd Band 3rd Band 4th Band

Black 0 0 0 —

Brown 1 1 1 —

Red 2 2 2 —

Orange 3 3 3 —

Yellow 4 4 4 —

Green 5 5 5 —

Blue 6 6 6 —

Violet 7 7 7 —

Gray 8 8 8 —

White 9 9 — —

Brown — — — 1%

Gold — — — 5%

Silver — — — 10%

Plain — — — 20%


With Ohm’s Law, as long as you have any twocircuit values, you can easily calculate the third:

Volts ÷ Amps = Ohms

Volts ÷ Ohms = Amps

Amps x Ohms = Volts

A measurement of power developed in an electri-cal circuit.

Just like with Ohm’s Law, whenever you have twomeasurements, you can calculate the third.

Watts ÷ Volts = Amps

Watts ÷ Amps = Volts

Volts x Amps = Watts


RTOTAL

= R1 + R

2 + R

3 …

RTOTAL=

R1 x R

2

R1 + R

2

!" 1

RTOTAL

= 1 + 1 + 1R

1R

2R

3…

"

CTOTAL=

C1 x C

2

C1 + C

2

!" " 1

CTOTAL

= 1 + 1 + 1C

1C

2C

3…

" C

TOTAL = C

1 + C

2 + C

3 …


#

! " ! " ! " ! "

" " #$$ "

$%&' (


#

)( ( %

* +* ,* "

)- )- &.' -

!! ! "

/


$# Ammeter — Electrical test device that

measures current flow in a circuit.Displays measurement in amperes,or amps.

Amperage — Measurement of current flowin a circuit.

Amperes; Amps — Unit of measurementfor reading current flow. Amperage isactually a reading of how manyelectrons are moving through acircuit at any given moment. Oneamp is the amount of current thatone volt will push through one ohmof resistance.

Analog Meter — Measurement device thatprovides readings using a needle,instead of a digital output. Analogmeters measure constantly, so thereading you see is the value takingplace right now. But analog meterstend to be less accurate than digitalmeters, and the reading only updatesas quickly as the needle can move.

B+ — Battery power.

Closed Circuit — A complete electricalpath that provides the means forelectricity to perform work. A closedcircuit allows current to flow from itssource, through the resistances, andback to its source.

Computer — Also controller; microproces-sor. Device that provides the com-mands necessary to operate the en-gine or transmission, based on inputsfrom a series of sensors and switches.

Controller — See Computer.

Conventional Electrical Theory — Elec-trical circuit model which indicates

that electrical flow is from positive tonegative. More recent studies showthat electrons actually flow from nega-tive to positive, but most texts stillprefer to use the conventional model.

Current — Electron flow through a circuit,current is measured in amps.

De-energize — To turn off, or shut down acircuit or component.

Digital — On/off signal. A series of pulsesthat are either on or off, which pro-vide information by varying fre-quency, or which control a circuit byvarying frequency, duty cycle or on-time.

Digital Multimeter — Also DMM; DVOM;Digital Volt-Ohmmeter. Electricaldevice that provides measurementsof electrical circuits, using a digitaldisplay. Digital meters and oscillo-scopes read a circuit through sam-pling; how accurate your measure-ment is depends on how manysamples the meter takes per second.

Digital Volt-Ohmmeter — See DigitalMultimeter.

Distributorless Ignition System — AlsoElectronic Ignition. A type of ignitionthat doesn’t use a distributor toprovide spark to the cylinders. Thesesystems usually provide sparkthrough a process known as“wastespark”; a process which pro-vides spark to two cylinders at once.One cylinder fires; the other receivesspark on its exhaust stroke — thatcylinder’s spark is “wasted.” Forduses this term to identify one of itselectronic ignition system.


$# Diode — An electrical one-way shutoff valve.

A diode is a semiconductor, designedto allow current flow in one direction,but not in the other direction. Thesedevices are commonly used to controlthe spark that develops when anelectromagnetic coil de-energizes, andthe magnetic field collapses.

Duty Cycle — A signal that varies itsrelationship between on-time andoff-time. Duty cycle signals usuallycontrol a computer output device,such as an electronic pressure con-trol solenoid: The longer the signalon-time, the longer the solenoidremains open, so the lower mainlinepressure becomes.

Electrostatic Discharge — Electricalpotential that releases suddenly; the“shock” you feel when you touch adoorknob on a dry day is electrostaticdischarge. That “shock” can damageor destroy electronic components.That’s why it’s important to takeprecautions — wear a static strap,never touch the terminals, etc. —when working with electronic devices.

Energize — To turn on a circuit or compo-nent; provide with power andground, to enable an electrical deviceto operate.

Engine Control Module — Also ECM. SAEJ-1930 term for a device that con-trols only engine operation. See alsoPCM, TCM, Computer.

Frequency — The number of completeoscillations, or cycles, that occureach second. Measured in Hertz.

Ground — The return side of an electrical

circuit, as defined by the conven-tional electrical theory. More recentstudies show that electrons actuallyflow in the opposite direction of thatshown by conventional theory, butit’s still the most common model forelectrical circuits.

Grounded Circuit — An electrical circuitfailure that keeps the circuit ener-gized all the time, regardless ofswitch or relay position. Also knownas a short-to-ground.

Hertz — Also Hz. Unit of measurement forfrequency; the number of completecycles that take place in one second. Asignal that repeats itself 20 times everysecond has a frequency of 20 Hertz.

High Impedance — Having high resis-tance to electrical flow. Usually usedto describe electrical meters. Whenused to test an electronic circuit, alow impedance meter would affectthe characteristics of the circuit. Thehigher the meter’s impedance, theless effect it will have on the circuit,so the less change it will make to thecircuit operation when connected.

Intermittent — Taking place in an irregu-lar or unpredictable cycle. An inter-mittent problem or failure may hap-pen one moment, then not be therethe next. That’s why intermittentfailures are often difficult to isolate.

Light-Emitting Diode — Also LED. Asemiconductor that lights whenenergized, much like a light bulb.But, unlike a light bulb, an LEDrequires very little current, and thatcurrent flow must be in a specificdirection, or the LED won’t light.


$# Microprocessor — See Computer.

Ohm — Unit of resistance measurement. Ittakes one volt to push one amp ofcurrent through one ohm resistance.

Ohmmeter — Electrical device for measur-ing resistance in a circuit or compo-nent.

Ohm’s Law — Principle that defines therelationship between pressure (volt-age), flow (amperage) and resistance(ohms). Ohms x Amps = Volts; Volts ¸Ohms = Amps; Volts ÷ Amps = Ohms.

Open Circuit — An incomplete electricalpath that won’t provide the meansfor electricity to perform work. Anopen circuit prevents current flow,so the circuit won’t operate.

Oscilloscope — An electrical test devicethat maps voltage changes in a cir-cuit over a specific amount of time.An oscilloscope displays the voltagesignal as a picture, to show howvoltage changes through thecomponent’s operating cycle.

Parallel Circuit — An electrical circuitdesigned with multiple paths throughthe circuit, so that not all of the cur-rent must pass through all of theloads in the circuit. If one leg of aparallel circuit opens, it won’t preventthe other legs from operating.

Potentiometer — A three-wire sensor thatmodifies a voltage signal based onmovement or position. Potentiom-eters receive a regulated voltagesignal to one end of a resistor, andground to the other; a wiper slidesalong the resistor, and picks up thevoltage signal, based on its position

along the resistor.

Powertrain Control Module — Also PCM.SAE J-1930 term for a computer thatcontrols engine and transmissionoperation. A PCM may also controlother systems, including cruise con-trol, A/C system, antilock brakes,etc., but it must control engine andtransmission to be called a PCM. Seealso ECM, TCM.

Pulse Generator — An AC generator thatdevelops a frequency signal thatvaries with the rotational speed of aninternal transmission component,such as a sun shell, turbine shaft oroutput ring gear. The computer usesthis signal to measure thecomponent’s RPM. From this, thecomputer can determine when toshift, when a shift is complete, or if aclutch is slipping.

Pulse Width Modulated — Also PWM. Asignal that varies its relationshipbetween on-time and off-time. Pulsewidth modulated signals usuallycontrol a computer output device,such as an electronic pressure con-trol solenoid: The longer the signalon-time, the longer the solenoidremains open, so the lower mainlinepressure becomes. See Duty Cycle.

Relay — An electrical device that allows alow current circuit to control a highcurrent circuit. Energizing a relayenergizes an electromagnet, whichopens or closes a set of contacts, toprovide power or ground to a circuitthat would normally require toomuch current for the device control-ling the circuit.


$# Resistance — The ability of a circuit or

device to reduce or limit current flow.

Resistor — A device that limits or reducescurrent flow in a circuit.

Sensor — A device that provides signals tothe computer, based on engine ortransmission operating conditions.The computer uses these signals tocontrol engine operation more pre-cisely.

Serial Data — A digital signal from thecomputer, to communication infor-mation with other computers or scantools. Scan tools can provide theactual sensor readings the computersees, and outputs from the com-puter, by interpreting serial datasignals.

Series Circuit — An electrical circuit inwhich all of the loads are wired endto end, in such a way that forces allof the current passing through thecircuit to travel through all of theloads. If one load in a series circuitopens, it will prevent the other loadsfrom operating.

Short Circuit — An electrical circuit with-out the resistance necessary to oper-ate properly. Because of this lostresistance, these circuits will oftenburn up, unless protected by a fuseor circuit breaker. Not to be con-fused with a grounded circuit.

Shrink Tubing — An insulating materialthat shrinks to seal a connectionwhen you apply heat.

Solenoid — An electrical device that turnselectrical signals into movement orwork. Solenoids can control levermovement, such as throttle kickers,or can control vacuum or hydraulicflow. The solenoids you’ll most likelybe dealing with open and close tocontrol hydraulic flow, to allow thetransmission to shift gears, controllockup, and control line pressure.

Thermistor — A semiconductor that variesresistance based on temperature.There are two types of thermistor:negative temperature coefficient (NTC)and positive temperature coefficient(PTC). The NTC thermistor is morecommon — as the temperature goesup, its resistance goes down.

Transistor — A semiconductor that oper-ates as an electronic “relay.” Transis-tors allow a low current circuit tocontrol power or ground to a highcurrent circuit.

Variable Resistor — A one- or two-wiresensor that modifies a voltage signalbased on stress or temperature.Thermistors are the most commontype of variable resistor in today’scars and trucks.

Voltage — The pressure in an electricalsystem, that pushes current throughthe circuit. One volt of pressure isnecessary to push one amp of currentthrough one ohm of resistance. Some-times called the circuit’s potential.

Voltmeter — Electrical test device thatmeasures the voltage potential in acircuit. Displays its reading in volts.


Abbr. DescriptionA AmmeterAC Alternating currentB, b Base electrode, units with singlebase°C Degrees Celsius or centigradeC Capacitance, capacitorC, c Collector electrodecm Centimetercu Cubicdb DecibelsDC Direct currentdm DecimeterDPDT Double-pole, double-throw switchDPST Double-pole, single-throw switchE, e Emitter electrodeE, e Voltagemf Microfarad°F Degrees FahrenheitF, f Frequencyflu FluidFM Frequency modulationg Gramgnd, grd GroundHg MercuryHz HertzI CurrentIB

Base current (DC)IC

Collector current (DC)IE

Emitter current (DC)k x1000kg KilogramskHz Kilohertz

Abbr. DescriptionkV KilovoltkW KilowattkWH Kilowatt hourlb PoundM Mega; x1,000,000m Milli; one-one thousanth; 1/1000;0.001mf, mfd MicrofaradMHz Megahertzmm MillimeterNC Normally closedNm Newton-meterNO Normally openR Resistance; resistorSPDT Single-pole, double-throw switchSPST Single-pole, single-throw switcht TimeT TemperatureV, v Volt; voltmeterV

BBBase supply voltage (DC)

VBC

Base-to-collector voltage (DC)V

BEBase-to-emitter voltage (DC)

VCB

Collector-to-base voltage (DC)V

CCCollector supply voltage (DC)

VCE

Collector-to-emitter voltage (DC)V

EBEmitter-to-base voltage (DC)

VEC

Emitter-to-collector voltage (DC)v

eeEmitter supply voltage (DC)

vF

Forward voltage (DC)W Watt; workw Wattwh, whr Watt-hour

%


Decimal Fraction Drill TapInches Inches Millimeters Size Size

0.0078 1/128 0.19810.0135 0.3429 800.0145 0.3683 790.0156 1/16 0.39620.0160 0.4064 780.0180 0.4572 770.0200 0.5080 760.0210 0.5334 750.0225 0.5715 740.0234 3/128 0.59440.0240 0.6096 730.0250 0.6350 720.0260 0.6604 710.0280 0.7112 700.0292 0.7417 690.0310 0.7874 680.0312 1/32 0.79250.0320 0.8128 670.0330 0.8382 660.0350 0.8890 650.0360 0.9144 640.0370 0.9398 630.0380 0.9652 620.0390 5/128 0.9906 610.0400 1.0160 600.0410 1.0414 590.0420 1.0668 580.0430 1.0922 570.0465 1.1811 560.0469 3/64 1.1913 0-80 NF0.0520 1.3208 550.0547 7/128 1.38940.0550 1.3970 540.0595 1.5113 53 1-64 NC

1-72NF0.0625 1/16 1.58750.0635 1.6129 520.0670 1.7018 510.0700 9/128 1.7780 50 2-56 NC

2-64 NF0.0730 1.8542 490.0760 1.9304 480.0781 5/64 1.98370.0785 1.9939 47 3-48 NC0.0810 2.0574 460.0820 2.0828 45 3-56 NF0.0860 11/128 2.1844 44 4-36 NS0.0890 2.2606 43 4-40 NC0.0935 2.3749 42 4-48 NF0.0938 3/32 2.3825 1/8-32 NC0.0960 2.4384 410.0980 2.4892 40 3mm - 0.500.0995 2.5273 390.1015 2.5781 38 1/8-40NF

5-40NC0.1016 13/128 2.58060.1040 2.6416 37 5-44 NF0.1065 2.7051 36 6-32 NC0.1094 7/64 2.77880.1100 2.7940 350.1110 2.8194 34 6-36 NS


0.1130 2.8702 33 6-40 NF0.1160 2.9464 320.1172 15/128 2.97690.1200 3.0480 31 6-48 NS0.1250 1/8 3.17500.1285 3.2639 300.1328 17/128 3.37310.1340 3.4036 4mm - 0.70

4mm - 0.750.1360 3.4544 29 8-32 NC

8-36 NF0.1405 3.5687 28 8-40 NS0.1406 9/64 3.57120.1440 3.6576 270.1470 3.7338 26 3/16-24 NC0.1476 3.7500 4.5mm - 0.750.1484 19/128 3.76940.1495 3.7973 25 10-24 NC0.1520 3.8608 240.1540 3.9116 230.1563 5/32 3.97000.1570 3.9878 22 3/16-32 NF0.1590 4.0386 21 10-32 NF0.1610 4.0894 200.1641 21/128 4.16810.1650 4.1910 5mm - 0.900.1660 4.2164 190.1690 4.2926 5mm - 0.800.1695 4.3053 180.1719 11/64 4.36630.1730 4.3942 170.1770 4.4958 16 12-24 NC0.1797 23/128 4.56440.1800 4.5720 150.1653 4.2000 5.5mm - 0.800.1820 4.6228 14 12-28 NF0.1850 4.6990 13 12-32 NEF0.1875 3/16 4.76250.1890 4.8006 120.1910 4.8514 110.1935 4.9149 10 14-20 NS0.1953 25/128 4.96060.1960 4.9784 90.1990 5.0546 80.2010 5.1054 7 1/4-20 NC

14-24 NS0.2031 13/64 5.15870.2040 5.1816 60.2050 5.2070 6mm - 1.000.2055 5.2197 50.2090 5.3086 4 1/4-24 NS0.2109 27/128 5.35690.2130 5.4102 3 1/4-28 NF0.2188 7/32 5.5575 1/4-32 NEF0.2210 5.6134 20.2266 29/128 5.75560.2280 5.7912 1 1/4-40 NS0.2340 5.9436 A0.2344 15/64 5.95380.2380 6.0452 B0.2400 6.0960 7mm - 1.00

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0.2420 6.1468 C0.2422 31/128 6.15190.2460 6.2484 D0.2500 1/4 6.3500 E0.2570 6.5278 F 5/16-18 NC0.2578 33/128 6.54810.2610 6.6294 G0.2656 17/64 6.74620.2660 6.7564 H0.2720 6.9088 I 8mm - 1.25

5/16-24 NF0.2734 35/128 6.94440.2770 7.0358 J0.2800 7.1120 8mm - 1.000.2810 7.1374 K0.2813 9/32 7.1450 5/16-32 NEF0.2891 37/128 7.34310.2900 7.3660 L0.2950 7.4930 M0.2969 19/64 7.54130.3020 7.6708 N0.3047 39/128 7.73940.3110 7.8994 9mm - 1.250.3125 5/16 7.9375 3/8-16 NC0.3160 8.0264 O0.3190 8.1026 9mm - 1.000.3203 41/128 8.13560.3230 8.2042 P0.3270 8.3058 9mm - 0.750.3281 21/64 8.33370.3320 8.4328 Q 3/8-24 NF0.3359 43/128 8.53190.3390 8.6106 R 1/8-27 NPT0.3430 8.7122 10mm - 1.500.3438 11/32 8.73250.3480 8.8392 S0.3500 8.8900 10mm - 1.250.3516 45/128 8.93060.3580 9.0932 T 10mm - 1.00.3594 23/64 9.12880.3672 47/128 9.32690.3680 9.3472 U 7/16-14 NC0.3750 3/8 9.52500.3770 9.5758 V0.3820 9.7028 11mm - 1.500.3828 49/128 9.72310.3860 9.8044 W0.3906 25/64 9.9212 7/16-20 NF0.3970 10.0838 X0.3984 51/128 10.11940.4040 10.2616 Y0.4063 13/32 10.32000.4130 10.4902 Z 12mm - 1.750.4141 53/128 10.51810.4210 10.6934 12mm - 1.500.4219 27/64 10.7163 1/2-13 NC0.4290 10.8966 12mm - 1.250.4297 55/128 10.91440.4375 7/16 11.1125 1/4-18NPT0.4453 57/128 11.3106


0.4531 29/64 11.5087 1/2-20 NF1/2-24 NS

0.4609 59/128 11.70690.4688 15/32 11.90750.4766 61/128 12.10560.4800 12.1920 14mm - 2.000.4844 31/64 12.3038 9/16-12 NC0.4922 63/128 12.50190.5000 1/2 12.7000 14mm - 1.500.5039 12.8000 14mm - 1.250.5156 33/64 13.0962 9/16-18 NF0.5312 17/32 13.0962 5/8-11 NC0.5469 35/64 13.89130.5590 14.2000 16mm - 2.000.5625 9/16 14.28750.5781 37/64 14.6837 5/8-18NF

3/8-18NPT0.5787 14.7000 16mm - 1.500.5938 19/32 15.0825 11/16-11 NS0.6094 39/64 15.47880.6220 15.8000 18mm - 2.500.6250 5/8 15.8750 11/16-16 NS0.6406 41/64 16.27120.6562 21/32 16.6675 3/4-10 NC0.6614 16.8000 18mm - 1.500.6719 43/64 17.06630.6875 11/16 17.4625 3/4-16NF0.7008 17.8000 20mm - 2.500.7031 45/64 1/2-14 NPT0.7187 23/32

0.7344 47/64

0.7500 3/4

0.7656 49/64 7/8-9 NC0.7812 25/32

0.7969 51/64

0.8125 13/16 7/8-14 NF0.8228 20.9000 22mm - 1.500.8281 53/64 7/8-18 NS0.8425 21.4000 24mm - 3.000.8437 27/32

0.8594 55/64

0.8750 7/8 1-8 NC0.8779 22.3000 24mm - 2.000.8906 57/64

0.9062 29/32

0.9219 59/64 1-12 NF3/4-14 NPT

0.9375 15/16 1-14 NS0.9531 61/64

0.9687 31/32

0.9844 63/64

1.0000 1

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2001 atra semianr manual

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