� GEARSNovember/December2007
Man, does this happen a lot… especially on a Friday after-noon when the customer is
waiting to pick up his car. And after all is said and done, it usually comes down to something we simply overlooked.
So as we go down the list of prob-able causes, keep this in mind: All of these recommendations can and should be checked before or while rebuilding the unit. So with that said, let’s get to it.
There are a number of areas that can prevent TCC engagement:
1. Low Pressure2. Stuck Converter Regulator
Valve
3. Stuck Solenoid Regulator Valve
4. Stuck Bypass Clutch Control Valve
5. Stuck Pressure Failsafe Valve6. Poor Pump Performance7. Worn Pump Shaft or Damaged
Pump Shaft Seals8. Pump Shaft Internal Sleeve
Loose (Rattles)9. Turbine Shaft Seals Damaged
or Missing10. Incorrect Torque Converter
Clutch (TCC) Solenoid11. TCC Solenoid Stuck or
Electrically Inoperative12. Damaged Internal Wiring
Harness13. Incorrect Gear Ratio (Wrong
Sprockets)14. Damaged or Worn Stator
Support15. Worn Torque Converter Hub
Bushing16. Torque Converter Clutch Worn
or Damaged17. Worn Bypass Clutch Control
Valve Bore18. Worn TCC Regulator Valve
Bore
Maybe too many things to look at, but it helps to have the right idea before going in. Let’s review the diagnostics
AX4S/AX4NTCC Won’t Engage
by ATRA Technical Staff
GEARS November/December 2007 �
first. The first indi-
cation of this prob-lem usually shows up during the test drive before the rebuild; the TCC won’t apply. You may not feel it apply after the rebuild either. If you’re lucky a code will set: DTC P0741, P1744, or P1728 — these codes indicate no TCC apply or a slip-ping TCC.
Before you go any further, do yourself a favor: clear the codes. Then put the car on the rack, drive it in all ranges, and use your scan tool to check all of the TCC PIDs:1. TCC = Commanded Duty Cycle
for the TCC Solenoid2. TCCMACT = Actual slip across
the TCC, measured in RPM3. RPM = Actual engine speed4. TSS_SRC = Actual turbine shaft
speed5. TCCRAT = Speed/gear ratio of
torque converter/transaxle
If the TCCRAT (TCC Ratio) PID data is incorrect, meaning the RPM doesn’t match the TCCRAT ±25 RPM, the incorrect transaxle or drive and driv-en sprockets may have been installed. Which means you have a mechani-cal problem… PERIOD! If the code doesn’t come back and the TCCRAT is within specs, then you need to check the electrical and hydraulic aspects.
Check the easiest first: Did the TCC solenoid get the signal to engage the TCC? If not, check all of the inputs. Repair any problems that show up, or, if all of the inputs are okay, you’re probably going to have to replace the PCM.
If the PCM commands the TCC on but the TCC doesn’t engage, use your scan tool to check the PIDs for a major slip. If you see a slip, try to stall the engine, using your scan tool or by dis-connecting the transmission connector and applying the ranges directly: • Hold your foot on the brake and set
the parking brake.• Command the transmission into
third gear.• Command the TCC on.
If the transmission kills the engine, check the signal strength from the PCM and the solenoid operation. This may still be an internal problem, even though the TCC killed the engine: If you dis-connected the transmission harness, the EPC will be unplugged, so pressures will be well above normal and may overcome whatever was slipping.
If you have a TCC signal, but the TCC won’t apply, check the resis-tance at the TCC solenoid (figure 1). If you’re getting the wrong reading after
a rebuild, make sure you used the right TCC solenoid. The new TCC solenoid has a blue connector; the old solenoid is white. Never interchange these sole-noids: some calibrations have problems with the different solenoids that can cause TCC ratio error codes.
If the engine stumbles or doesn’t stall during the test, look for a valve body or sealing problem. Either way, it’s time to go into the unit.
Internal FailuresOnce the unit is out, pull the side
cover and check for wire damage or a faulty solenoid (figure 2).
AX4S/AX4NTCC Won’t Engage
Figure 2
Figure 1
� GEARSNovember/December2007
Figure 3A
AX4S/AX4N TCC Won’t Engage
There are some common problems that show up in the valve body: Inspect the converter regulator valve, solenoid regulator valve, bypass clutch control valve
and pressure failsafe valve and their bores (figure 3a, 3b).
COrrection
Cause
COMPLAINT
The cast-aluminum sleeve breaks atthe retaining pin area due to sleeveporosity. Pieces of the broken sleevecan prevent proper valve function.
The billet aluminum sleeve provideshigher tensile strength and reducedporosity to resist breakage. Theredesigned retainer and end plug provide better holding capacity.
Cutback Valve & SleeveAssembly
94987-01K1 Sleeve1 Valve1 End Plug1 Coiled Spring Pin1 Spring
Cut back on stress
When the cast-aluminum cutback valve sleeve breaks at the retaining pinarea, the valve and sleeve move out of position, which can create engine stallswhen the vehicle is placed into gear. Breakage also allows the lockup controlvalve to move out of position, which can create multiple and/or intermittentconverter apply issues. Broken pieces of the sleeve can end up in the pan,and smaller pieces can clog filters or lodge in other moving components. TheSonnax billet aluminum cutback sleeve is made from material that has highertensile strength and reduced porosity to resist breakage. The redesigned retain-er and end plug provide better holding capacity and eliminate stress points thatlead to breakage. Improved valve and sleeve materials also prevent wear andprovide better sealing capacity through temperature changes. With all of theparts included with this kit, the repair procedure is a simple drop-in solution.
Engine stalls when put in gearSECONDARY COMPLAINT • Converter apply complaints • Broken sleeve creates debris
The new Sonnax Cutback Valve & Sleeve Assembly for the AW 450-43LEbeats the OEM with stronger materials to eliminate stress points
that lead to breakage.
Automatic Drive, P.O. Box 440Bellows Falls, VT 05101-0440 USA800-843-2600 • 802-463-9722 • F: 802-463-4059www.sonnax.com • [email protected]©2007 Sonnax Industries, Inc.
TIME TESTED • INDUSTRY TRUSTED TM
Visit www.sonnax.com for more informationabout all our products and tools, and to
locate a Sonnax Transmission Specialties®
distributor near you.
Pump
Valve Body
AW 450-43LE
Sleeve
Spring
Valve
EndPlug
Coiled Spring Pin
GRTSAD2_11-07.qxd 10/30/07 3:52 PM Page 1
� GEARSNovember/December2007
Figure 3B
AX4S/AX4N TCC Won’t Engage
There are some common problems that show up in the valve body: Inspect the converter regulator valve, solenoid regulator valve, bypass clutch control
valve and pressure failsafe valve and their bores (figure 3a, 3b).
As a dedicated transmission professional Rick Basta, owner of Transmission Kings, knows the secret to a successful shop is dependable performance and satisfied customers. That’s why he rebuilds with TransTec®.
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Cleveland, OH
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ORIGINAL
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New TransTec ad 9326.indd 1 10/24/07 4:58:32 PM
10 GEARSNovember/December2007
Check for pump shaft wear or damaged seals. Always inspect the pump shaft ring area. Look inside the shaft and make sure it has an inner tube and plug (figure 4).
Poor pump performance can be caused by wear or by not replacing the Teflon wiper, rubber spring, and rubber O-ring (figure 5).
AX4S/AX4N TCC Won’t Engage
Figure 4
Figure 5
Don’t take a chance on anything but the OEM filter from Allomatic!
Allomatic is the exclusive North American distributor of this OEM replacement 5R110W bypass filter element. The Ford TorqShift’s filter system functions in a secondary circuit of bypass and micro filtration.
This filter is used on Ford F-Series Super Duty trucks including motor homes, Excursions and Econolines (for 2003 models or newer).
The OEM filter from Allomatic removes 99%
of contaminant particles of 2 micron and larger. In addition, it eliminates water and chemical contaminants, making it the best choice for heavy service vehicles.
Used in 1.9 million vehicles on the road today, the 5R110W bypass filter element provides cleaner transmission parts for improved performance and durability.** Filter element should be changed every 30,000 miles along with ATF fluid change.
609 E. Chaney Street • P.O. Box 267 • Sullivan, IN 47882 • Toll Free: 1-800-568-0330 • Fax: 516-775-5543 • www. allomatic.com
Part Number 5574
Don’t take a chance on anything but the OEM filter from Allomatic!
Allomatic is the exclusive North American distributor of this OEM replacement 5R110W bypass filter element. The Ford TorqShift’s filter system functions in a secondary circuit of bypass and micro filtration.
This filter is used on Ford F-Series Super Duty trucks including motor homes, Excursions and Econolines (for 2003 models or newer).
The OEM filter from Allomatic removes 99%
of contaminant particles of 2 micron and larger. In addition, it eliminates water and chemical contaminants, making it the best choice for heavy service vehicles.
Used in 1.9 million vehicles on the road today, the 5R110W bypass filter element provides cleaner transmission parts for improved performance and durability.** Filter element should be changed every 30,000 miles along with ATF fluid change.
609 E. Chaney Street • P.O. Box 267 • Sullivan, IN 47882 • Toll Free: 1-800-568-0330 • Fax: 516-775-5543 • www. allomatic.com
Part Number 5574
Don’t take a chance on anything but the OEM filter from Allomatic!
Allomatic is the exclusive North American distributor of this OEM replacement 5R110W bypass filter element. The Ford TorqShift’s filter system functions in a secondary circuit of bypass and micro filtration.
This filter is used on Ford F-Series Super Duty trucks including motor homes, Excursions and Econolines (for 2003 models or newer).
The OEM filter from Allomatic removes 99%
of contaminant particles of 2 micron and larger. In addition, it eliminates water and chemical contaminants, making it the best choice for heavy service vehicles.
Used in 1.9 million vehicles on the road today, the 5R110W bypass filter element provides cleaner transmission parts for improved performance and durability.** Filter element should be changed every 30,000 miles along with ATF fluid change.
609 E. Chaney Street • P.O. Box 267 • Sullivan, IN 47882 • Toll Free: 1-800-568-0330 • Fax: 516-775-5543 • www. allomatic.com
Part Number 5574
Don’t take a chance on anything but the OEM filter from Allomatic!
Allomatic is the exclusive North American distributor of this OEM replacement 5R110W bypass filter element. The Ford TorqShift’s filter system functions in a secondary circuit of bypass and micro filtration.
This filter is used on Ford F-Series Super Duty trucks including motor homes, Excursions and Econolines (for 2003 models or newer).
The OEM filter from Allomatic removes 99%
of contaminant particles of 2 micron and larger. In addition, it eliminates water and chemical contaminants, making it the best choice for heavy service vehicles.
Used in 1.9 million vehicles on the road today, the 5R110W bypass filter element provides cleaner transmission parts for improved performance and durability.** Filter element should be changed every 30,000 miles along with ATF fluid change.
609 E. Chaney Street • P.O. Box 267 • Sullivan, IN 47882 • Toll Free: 1-800-568-0330 • Fax: 516-775-5543 • www. allomatic.com
Part Number 5574
12 GEARSNovember/December2007
AX4S/AX4N TCC Won’t Engage
Figure 6A
The distance between the wiper groove in the slide and the wiper surface of the pump body changes depending on the position of the slide (figure 6a, 6b). Always replace the rubber spring and Teflon wiper during rebuild.
Figure 6B
GEARS November/December 2007 13
As the slide moves, the angle of the wiper surface changes. This causes the Teflon wiper to flex the rubber spring. Over time this becomes loose (figure 7a, 7b).
Figure 7A
Figure 7B
14 GEARSNovember/December2007
Inspect the torque converter hub bushing and the stator support for abnormal or excessive wear. If the stator support is worn or broken, check the torque converter splines in the bottom of the converter and the stator support splines. Both sets of splines should have equal number of teeth (figure 9).
Torque Converter Hub outside diameter: 1.991” (surface for the lip seal contact)Bushing inside diameter: 1.657” (surface for the stator support)Stator SupportShaft outside diameter: 1.652” (surface to TCC bushing contact)Bushing inside diameter: 1.079” (surface for the turbine shaft contact)Turbine Shaft Outside diameter: 1.076”-1.077” (surface for the stator support contact)
The turbine shaft seal is used to seal the apply side of the TCC. A worn, damaged or missing seal will cause a slip-ping TCC or no TCC apply (figure 10).
Keep in mind that, as a rebuilder, it’s always important to take your time looking at the critical areas of the rebuild. True time is money, but whether you make it or spend it is the key to a successful rebuild. Until next time, stay focused and build, build, build!
AX4S/AX4N TCC Won’t Engage
Figure 8A
Figure 8B
Figure 9
Figure 10
There are no factory specifications for pump clearances from Ford (fig-ure 8a, 8b).
Getting the transfer case kits you need shouldn’t be left to chance.
The Problem Solvers.
www.transmissionkits.com
14 Todd Court Extension, Yaphank, NY 11980 (631) 567-2000 • Fax (631) 567-2640 • Toll Free: 800-872-6649 Florida Office: 6790 Hillsdale Point, Boynton Beach, FL 33437(561) 734-2332 • Fax (561) 734-2375E-mail: [email protected] www.transmissionkits.com
Got questions or problems?Our website with completeordering information andcontinually updated videoseminars is an invaluable tool!
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1607PRE-050 Gears Magazine Nov/Dec ‘07 L: 7.375 x 10.125 T: 8.125 x 10.875 B: 8.375 x 11.125 4C
1607PRE-8.125x10.875-050 10/23/07 3:57 PM Page 1