ford 87 - microsoft · 88 ford 2012 ata. all ights eserved. 6f35n burnt clutches at low mileage a...

87Ford

© 2012 ATRA. All Rights Reserved.www.exedyusa.comAvailable through all authorized Transmission WDs & Jobber Shops

OEM in Wet Friction & Torque Converter Products.

CORE TECHNOLOGY

Excellent Capacity for Development for Fluid Technics

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Having analyzed the fluid dynamics

inside Torque Converter, EXEDY has successfully

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in the market

VIBRATIONWe have

developed the most efficient Damper that can absorb vibration

from the engine more than ever

FRICTIONDevelopment of

the highest quality FRICTION MATERIAL

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Exedy dominates the OEM market in the world over-fact!Exedy is a powertrain specialist and tier one supplier to the automotive industry world wide. Exedy’s products range: From wet & dry friction material, torque converters, complete transmission systems for highway, off-highway and industrial applications. Exedy is responsible to all 11 OE automotive vehicle manufacturers in Japan. For the conception of powertrain product requirements and needs. In the US Exedy supplies Ford-GM-Chrysler, powertrain needs such as torque converters, wet friction material and standard clutch systems.Worldwide Exedy has evolved through developing and patenting the core technologies such as friction, vibration and fluid technology. Exedy products have been recognized by vehicle manufacturers all over the world. As a premium brand in Japan, Exedy products are valued so highly that our products are renowned all over the world by car manufactures. Exedy continues to hold a large share of the OEM market both domestically and internationally.

From the world’s largest independent manufacturer of torque converters and the world’s largest manufacturer of combined wet and dry friction products.

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ATRA Seminar Manual_2012 Ford Section.indd 1 12/15/2011 11:41:44 AM

88 Ford

© 2012 ATRA. All Rights Reserved.

6F35NBurnt Clutches at Low Mileage

A 2009 Ford Escape with 13,504 miles and has had 10b15 recall performed (PCM repro-grammed at 6,400 miles). After a test drive we find that the vehicle binds in reverse and in drive it takes off in a higher gear.

The fluid is burnt and a scan with the IDS shows P0735, 5th gear ratio, P0767 shift sole-noid “D” stuck on, P2704 trans friction element E apply time range. The diagnosis points to an internal problem and the transmission is removed. The following pictures are what we found and what we recommend needs to be looked at closely.

89Ford


The main reason for this is a worn solenoid regulator valve. Ford realized that there was a wear issue and came out with a new valve design and valve body casting. First remove side pan and valve body, then separate the halves.

6F35NBurnt Clutches at Low Mileage (continued)

90 Ford



Valve body identification, remove all valves. The solenoid regulator valve is the valve with the most wear.

1

2

3

4

5

6

7

8

9

10

Low/Reverse/Overdrive (4, 5, 6) Clutch Regulator Valve(.874" X .324" x.031")

Forward (1, 2, 3, 4) Clutch Latch Valve(1.090" X .372" X .031")

Forward (1, 2, 3, 4) Clutch Regulator Valve(.874" X .324" x.031")

Intermediate (2, 6) Clutch Regulator Valve(.874" X .324" x.031")

Direct (3, 5, R) Clutch Regulator Valve(.874" X .324" x.031")

Main Control Valve Body Valve Identification(Spring Dimension)

Manual ValveSolenoid Pressure Regulator Valve

(1.465" X .514" X .050")Clutch Bypass Valve

(1.332" X .362" X .031")Torque Converter Clutch (TCC) Regulator Valve

(.870" X .286" X .027")Control Pressure Regulator

(1.233" X .323" X.031")

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Remove the solenoid regulator valve and insert a small hole gage into the inner most partition of the valve body land. Expand the gage, and rotate to locate the area of most wear. Remove the gage and measure it with digital calipers.

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While measuring the gage, zero out the calipers and measure the regulator valve. Your reading will be the difference between the bore and the valve. This valve body had .009” wear on the innermost partition and .004” outboard. That is EXCESSIVE and is the root cause of failure in this unit.

The 2nd design valve has a longer land here and it is nickel plated.

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The solenoid regulator valve wears out the bore in the valve body casting. To fix this Ford redesigned the valve and made a different casting.

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Line pressure from the main pressure regulator valve is directed to the individual shift, TCC and LPC solenoids by the solenoid regulator valve through the SOL FD circuit. The solenoids, controlled by the PCM direct the fluid to the valves that they control.

LinePressureControl

(LPC)Solenoid

Shift Solenoid C(SSC)

26 Clutch

TorqueConverter

Clutch (TCC)Solenoid

On/OffShift Solenoid E

(SSE)

Shift Solenoid A(SSA) 1234

ClutchShift Solenoid B

(SSB) 35RClutch

To Clutch ControlBypass Valve

Sol FDSol FDSol FD Sol FD

To Main PressureRegulator

Valve

Sol FD

Sol FD

Line

SolenoidRegulator

Valve

Line Pressure FromMain PressureRegulator Valve

To Low/Reverse/456Regulator and

Latch Valves

Shift Solenoid D(SSD)

Low/Reverse456 Clutch

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6F35NSeparating the Case

The TA-29 sealant used on these cases from the factory has a very strong bond that re-quires a lot of force to break loose. The best place to pry the halves apart is shown below. Case damage can occur if you try anywhere else.

96 Ford


6F35NAxle Seal Leaks

This a very easy comeback to prevent. If your axle shaft has any up and down movement at all the case bushing (#AL8Z-7025-A) should be replaced. The clearance with a new bushing is around .003”. These bushings have been an issue in these units from the factory.

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6F50/55NSlips on Take Off, Harsh Bump from a Stop

Some 2009 Edge, MKX and Flex vehicles built on or after 5/4/2009, 2010-2011 Edge, Flex, MKS, MKT, MKX, Taurus and 2011 Explorer vehicles built on or before 4/15/2011 may have a sluggish acceleration or hesitation feel during a rolling stop 0-8 km/h (0-5 mph) fol-lowed by a harsh bump or feel like a slip on take-off from a stop followed by a harsh bump.

This valve body modification is only available for transmissions originally built with MER-CON® LV listed on the dipstick. There is a new calibration and transmission valve body change to correct this condition. The valve body change was to delete one hole in the valve body separator plate and remove one check ball from the valve body in the same area where the hole in the separator plate was deleted.

1. For all model years except 2009, proceed to Step 2. For 2009 model year vehicles, verify the transmission dipstick has MERCON® LV listed on the dipstick.

a. Yes - The dipstick has MERCON® LV listed on the dipstick; proceed to Step 2 b. No - The dipstick does not have MERCON® LV listed on the dipstick; this

procedure does not apply. Follow normal Workshop Manual diagnostics.

2. Reprogram the PCM to the latest calibration using IDS release 73.04 and higher. This new calibration is not included in the VCM 2011.5 DVD. Calibration files may also be obtained at www.motorcraft.com.

3. Remove the transmission valve body.

4. Replace the separator plate in the valve body. The “X” identifies the hole in the valve body separator plate which will be eliminated.

XX

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5. Remove one (1) check ball identified as X.

6. Proper check ball locations on the remaining six (6) valve body check balls shown with arrows.

a. Install transmission valve body.

6F50/55NSlips on Take Off, Harsh Bump from a Stop (continued)

X

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AX4SFront Lube, Planetary Damage

In 1999 the hydraulics on the AX4S changed to protect the transmission from lack of lube caused by a restricted cooling system. There is now an internal cooler bypass system de-signed to keep the cooler oil flowing to the front lube circuit if there is any restriction in the oil cooler. The hydraulics shown in the following pages will explain how the cooler flow circuit will change if to the radiator or cooler lines are restricted.

Oil will flow to the cooler if there is no restriction in the cooler lines or radiator. Oil through the bypass clutch control valve will travel via the channel plate to both the #1 and #2 re-lief valves. The #1 relief valve with the weaker return spring is compressed to allow oil to travel out through the top cooler line fitting to the cooler. The oil returning from the cooler through the bottom cooler line fitting will return under the #2 relief valve with the stronger return spring preventing it from compressing and continue through the pump casting to the front lube circuit.

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AX4SAX4SFront Lube, Planetary Damage (continued)

The flow changes if there is restriction in the cooler circuit. With low or no cooler flow re-turn pressure; lube oil will now compress the spring on the number #2 relief valve and allow oil flow to travel to both the front lube circuit and the bottom cooler line fitting. This will cause no cooler flow to the radiator at approximately 35 psi in as little as 3 to 4 sec-onds. Although the lube circuit will still have oil flow to prevent damage to the internal components, the oil temperature will rise dramatically and overheat in a short period of time.

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Be careful during overhaul when installing the relief valve springs on the 1999 and later models. The spring under relief valve #1 measures .530” X .215” X .018” which is lighter than the spring under relief valve #2 that measures .580” X .215” X .030”.

If these spring locations were swapped; the same results will occur as if the cooling system were restricted. The oil flow would travel to rear lube and exit out the top and bottom cooler line fittings with very little to no flow through the cooler. This mistake will also overheat the transmission fluid and may not set any fluid temperature related codes.

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The changes made to the main valve body with this 1999 and later AX4S update are in the RED shad-ed areas.


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There were also changes made to the spacer plate shown highlighted with black shading.

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The channel plate casting changes shown in are also highlighted with shading; to identify the earlier chan-nel plate with a rough forged casting number #RF-F6DP (top) from the later updated channel plate #RF-YF2P casting number (bottom).


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ZF CFT 30

Commonly found in models Ford 500 and Freestyle. Uses Motorcraft CVT designated fluid, this transaxle represents the start of a new generation of automatic transmissions. This is a continuously variable transaxle (CVT) that permits the engine to operate at its most ef-ficient running speeds. There are no discrete gear shifts and no interruptions in the power flow during acceleration. Instead, optimum use is always made of the engine’s potential to transmit its full torque to the wheels.

Since this is a continuously variable transaxle, there is an infinite number of gear ratios, so that the optimum engine operating point can always be found. Like the engine, it is located transversely in the vehicle. The mechanical section of the automatic transaxle contains two pressure controlled variator assemblies, a high performance chain and a single planetary gear set. The variator assemblies function as pulleys. One is connected to the engine output through the converter. The other is connected to the driveline through the transaxle differ-ential.

The chain passes around the pulleys connecting the transaxle input and output. The axial distance on each pulley where the chain travels can be varied. As the axial distance on one pulley decreases (becomes narrow) the other pulley increases (becomes wider) creating the speed (gear) ratio between them. This ratio varies continuously. The chain length remains constant. The single planetary gear set is used to change the rotation of the pulley assem-blies for forward or reverse driving ranges. A combined hydraulic and electronic control system (mechatronic) is used to control the transaxle function. The mechatronic is located inside the transaxle. The CVT uses a torque converter with a lock-up clutch.

Identification

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ZF CFT 30 Depowering the Hybrid

WARNING: When servicing the high-voltage system, establish a buffer zone per the speci-fied procedure. Failure to follow this instruction may result in serious personal injury or death.

WARNING: Depower the high-voltage traction battery (HVTB) before carrying out any re-moval or installation procedures affecting the high-voltage battery system. Failure to follow this instruction may result in serious personal injury or death.

WARNING: Wear high-voltage insulated safety gloves and a face shield when working around high-voltage batteries or cables. The high-voltage insulated safety gloves should be of appropriate safety and protection rating. Inspect the gloves before use and always wear them with the leather outer glove. Any hole in the rubber insulating glove is a potential en-try point for high-voltage. Failure to follow these instructions may result in serious personal injury or death.

CAUTION: Place the service disconnect plug into the servicing shipping position while the high-voltage traction battery (HVTB) is being removed and/or while the high-voltage sys-tem is having repairs carried out. If the service disconnect plug is left out and placed in the bench or toolbox, dirt or other contaminants may enter the HVTB, which can cause dam-age.

108 Ford


ZF CFT 30 Depowering the Hybrid (continued)

WARNING: Turn OFF the ignition switch for a minimum of 5 minutes before removing high-voltage cables. High-voltage cables and wiring are orange in color. The high-voltage traction battery voltage (HVTB) is 330 V DC. Failure to follow these instructions may result in seri-ous personal injury or death.

1. Set up the buffer zone around the vehicle. For additional information, refer to Buffer Zone in this section.

2. Remove the service disconnect plug. 1. Rotate the service disconnect plug from the lock (1) position to the unlock (2) position. 2. Remove the service disconnect plug and place in the servicing shipping (3) position. 3. To connect, reverse the disconnect procedure.

109Ford


ZF CFT 30 Noises While Driving

1. For whine/thump/knock noise in park or neutral, go to Step 1.2. For tick noise on deceleration from 20 MPH (32 Km/h) to a stop, go to Step 2. 3. For whine noise on deceleration, go to Step 3.

Use the following procedure to identify and repair specific CVT transmission noises. It’s im-portant to understand normal operating characteristics of the CVT, what type, location, and speeds of noise.

110 Ford


Step 1:Whine/thump/knock in park and neutral with engine running that goes away when vehicle is put into drive. Noise may come back when vehicle starts to move. This may be caused by machining of the input shaft or flat spots on the roller bearing. For diagnosis first use chas-sis ears to pinpoint the noise to transaxle area. If the noise is from the transaxle, monitor Turbine Shaft Speed (TSS_SRC) PID using scan tool. If the noise goes away as TSS_SRC goes to 0, when vehicle is put in gear, replace input shaft and bearing.

ZF CFT 30 Noises While Driving (continued)

Check for flat spots on the roller bearing.

Check the machining of the input shaft

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Step 2:Tick noise on deceleration from 20 MPH (32 Km/h) to a stop. This may be caused by the differential ring gear. For front wheel drive (FWD), if the noise is isolated to the final drive area of the transmission, replace the differential assembly and transfer gear. If the vehicle is an all wheel drive (AWD), remove the power transfer unit (PTU) assembly, reinstall the halfshafts, disconnect the differential electronic module (DEM) and road test.

If the noise goes away, the condition is isolated to the AWD system (not CVT related). If the noise is still present, replace the transaxle differential and transfer gear and shim the dif-ferential assembly and set proper preload. All replacement differential assemblies are ser-viced with bearings installed. AWD differentials are serviced with the inner seal installed. Outer bearing races are not packaged with replacement differential/bearing assemblies and will also require replacement.

If the noise is still present, replace the transaxle differential and transfer gear and shim the differential assembly and set proper preload.

112 Ford



Step 3:Gear whine during coast down or deceleration. This may be caused by the transfer gear assembly.

If noise follows the criteria below, replace the transfer gear. • noise from 42-35 MPH (68-56 Km/h) (loudest at around 37 MPH (59 Km/h))• noise from 32-25 MPH (51-40 Km/h) (loudest at around 27 MPH (43 Km/h))• noise from 11-16 MPH (18-26 Km/h) (loudest at around 15 MPH (24 Km/h))

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ZF CFT 30 No TCC Operation

During the rebuild process you may not notice the input shaft O-ring is missing. The vehicle may have come in with a no torque converter clutch operation or a DTC related to the torque converter operation. Make sure to reinstall the input shaft O-ring on the end of the shaft.

Make sure to reinstall the input shaft O-ring on the end of the shaft.

114 Ford


When diagnosing stored DTC's, always address the "P" DTC's before the "U" DTC's with the exception of DTC U0301.

ZF CFT 30 U0301 Software Incompatible with the PCM

Software is different than the vehicle configuration. No amount of driving to 'relearn' the electronic control system will resolve this issue! Engine driveability concerns. Will run rough and/or have low power. It’s highly recommended to always Flash Reprogram all of the Ford CVT equipped vehicles after a major repair and/or after replacing the Mechatronic assembly to achieve the best driveability and longevity experience.

The TCM is integrated into the mechatronic assembly. If installing a new transaxle or a mechatronic assembly, the TCM will need to be checked and reflashed to the latest level calibration available.

Transaxle Electronic Control SystemThe following is a list of components that are incorporated within the mechatronic assem-bly:• Transmission Control Module (TCM)• Transmission Fluid Temperature (TFT) Sensor• Speed Sensors• Turbine Shaft Speed (TSS) Sensor and Primary Variator Speed Sensor• Valve body• Pressure Control Solenoids• Pressure Sensors

The output shaft speed (OSS) is part of the transaxle electronic control system but it is not part of the mechatronic assembly. The OSS sensor is bolted to the case and reads the differential gear.

115Ford


Strategy changes for model years 2008 – up have included a “Trans Protection Strategy” causing intermittent reverse engagement control issues. Performing repetitive engagements from drive to reverse such as snow plowing can initiate the vehicles engine speed limiter strategy. This will result in reverse issues such as a 10-12 second delay into reverse, no reverse, or low power from the engine.

TorqshiftDelayed Reverse, No Reverse, Low Power From Engine

116 Ford


Torqshift 6Introduction

The solenoid body strategy is a file programmed into the PCM or TCM to control the shift, Line Pressure Control (LPC) and TCC solenoids to improve shift quality. The solenoid body tag on the transmission case contains the 13-digit solenoid body strategy and the 8-digit solenoid body identification.

This is a 6-speed electronically controlled transmission which uses planetary gears. Gear selection is achieved by the electronic control of transmission fluid flow to operate various internal clutches. This transmission includes:• Torque converter with an integral converter clutch• Electronic shift and pressure controls• Single planetary gearset• Double (Ravigneaux) planetary gearset• Two multi-disc holding clutches• Three multi-plate drive clutches• One one way holding clutch• Valve body unit

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The valve body consists of a valve body assembly with solenoids inside the transmission and is controlled by a PCM for gas engine applications and a Transmission Control Module (TCM) for diesel engine applications. The PCM or TCM operates the electrical components to provide refined engagement feel, shift feel, and shift scheduling. Engine power reaches the transmission by a torque converter with an integral clutch.

The (6) forward gears and one reverse gear are obtained from (2) planetary gear sets. This automatic transmission is a 6-speed electronically controlled transmission with a valve body unit with (7) solenoids and a torque converter. Gear selection is achieved by the con-trol of transmission fluid to operate various internal clutches. The PCM or TCM operates the electrical components and provides control of gear selection, shift pressure and torque converter slip.

In the event of a system fault, the PCM or TCM also provides for Failure Mode Effect Man-agement to maintain maximum functional operation of the transmission with a minimum power reduction. In the event of a total loss of control or electrical power, the basic trans-mission functions P, R, N and D are retained. Also 5th gear is retained by the hydraulic system.

Torqshift 6Introduction (continued)

118 Ford


Torqshift 6Valve Body Replacement

Anytime a new valve body is installed, a new solenoid body strategy file is downloaded into the PCM or TCM using the scan tool. A replacement solenoid body tag is supplied with the new solenoid body which contains the 13-digit solenoid body strategy and the 8-digit sole-noid body identification. The new tag is placed over the original solenoid body tag.

If the solenoid body strategy printed on the tag on the solenoid body does not match the solenoid body tag on the side of the transmission case, a new valve body must be installed and the solenoid body strategy must be downloaded into the PCM or TCM or harsh shifts will result.

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The solenoids are calibrated from the factory and are not all the same. There are (2) types of solenoids, normally high and normally low solenoids. The solenoids can be replaced sepa-rately, but only with the same type of solenoid. The replacement solenoid band number must match the band number of the solenoid being replaced. The band number is printed on the side of the solenoid and will be a 2, 3, 4 or 5.

Torqshift 6Solenoid Replacement

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Torqshift 6Valve Body Overhaul

To remove the valve body, remove the nine (9) bolts shown in the picture.

1

98

7

6

2

4

5

3

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1234567

Shift Solenoid E (SSE) Overdrive Clutch (4,5,6) Clutch, Normally OpenShift Solenoid C (SSC) Intermediate (2,6) Clutch, Normally ClosedShift Solenoid A (SSA) Forward (1,2,3,4) Clutch, Normally Closed

Shift Solenoid B (SSB) Direct (3,5,R) Clutch, Normally OpenTorque Converter Clutch (TCC) Solenoid, Normally Closed

Line Pressure Control (LPC) Solenoid, Normally OpenShift Solenoid D (SSD) Low/Reverse (L,R) Clutch, Normally Closed

Solenoid Description

Torqshift 6Valve Body Overhaul (continued)

It is recommended to use a scribe or etching machine to mark the solenoids. This will en-sure the proper placement after removal.

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Note the location of the (3) check balls, the relief valves and the control valve inlet nozzle for assembly. Remove the (3) check balls, the (2) relief valves and the pump inlet nozzle.

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1

2

3

4

5

6

7

Torque Converter Clutch (TCC) Regulator Valve(1.356" X .442" X .034")

TCC Apply Regulator Valve(1.707" X .485" X .033")

Upper Valve Body Valve Identification(Spring Dimension)

Overdrive (4,5,6) Clutch Regulator Valve(1.352" X .355" X .028")

Internediate (2,6) Clutch Regulator Valve(1.352" X .355" X .028")

Forward (1,2,3,4) Clutch Regulator Valve(1.352" X .355" X .028")

Direct (3,5,R) Clutch Regulator Valve(1.352" X .355" X .028")

Low/Reverse Clutch Regulator Valve(1.352" X .355" X .028")

124 Ford



1

2

3

4

5

6

7

8

9

10

Cooler Bypass ValveOrange Spring

(1.267" X .492" X .038")Yellow Spring

(1.263" X .433" X .038"

Forward (1,2,3,4) Clutch Latch Valve(1.626" X .363" X .043")

Intermediate (2,6) Clutch Latch Valve(1.626" X .363" X .043")

Overdrive (4,5,6) Clutch Latch Valve(1.626" X .363" X .043")

Line Pressure Regulator Valve(3.114" X .719" X .057")

Manual Valve

Lower Valve Body Identification(Spring Dimensions)Low/Reverse Latch Valve(1.626" X .363" X .043")

Solenoid Feed Pressure Regulator Valve(1.608" X .365" X .048")

Direct (3,5,R) Clutch Latch Valve(1.626" X .363" X .043")

TCC Charge Limit Valve(1.163" X .481" X .056")

125Ford


Torqshift 6Output Shaft Nut Removal

The output shaft nut is coated with Loctite®. Failure to loosen the Loctite® by applying heat to the output shaft nut can cause damage to the output shaft nut socket.

NOTICE: Make sure to clean any debris from the Loctite® that may have fallen into the transmission case when removing the output shaft nut. Failure to clean the debris can re-sult in transmission fluid or filter contamination or damage to the transmission.

Fixed flange/Four-Wheel Drive (4WD) shown, slip yoke similar. Apply heat to the output shaft nut to soften the Loctite®. Using the output shaft nut socket, remove the output shaft nut.

126 Ford


Torqshift 6Input Shaft Sealing Ring Replacment

Using a suitable tool, remove the (4) input shaft Teflon® seals and (1) Torque Converter Clutch (TCC) Teflon® seal.

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Inspect the overdrive (4,5,6) clutch cylinder and input shaft assembly for damage. Inspect the bearing surfaces, Teflon® seal surfaces, ring gear and bushing surfaces for excessive wear or damage. If damage or excessive wear is found, install new components as neces-sary.

Torqshift 6Input Shaft Sealing Ring Replacment (continued)

Molded Sealing RingsCylinder Bushing

Bearing Surface

128 Ford


Install the Input Shaft Teflon® Seal Sizer on the input shaft and adjust it so the bottom edge is lined up just above the top edge of the bottom Teflon® seal groove. Lubricate the Input Shaft Teflon® Seal Sizer with clean transmission fluid and install a new Teflon® seal by sliding it down the Input Shaft Teflon® Seal Sizer into the groove. Adjust the Input Shaft Teflon® Seal Sizer and install the remaining (3) input shaft Teflon® seals into the grooves. Lubricate the Input Shaft Teflon® Seal Sizer with clean transmission fluid and install it over the Teflon® seals to size the seals.


129Ford


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Install the input shaft Teflon® seal sizer on the end of the input shaft. Lubricate the sizer with clean transmission fluid and install a new Teflon® seal into the groove. Lubricate the sizer with clean transmission fluid and install it over the Teflon® seal to size the seal.


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CHRYSLER SECTIONAllErratic Transmission Behavior ...................13442/46REOverdrive Clutch Failure After Repair .........13568RFENo Movement .............................................138545RFETCC Shutter after Rebuild ..........................141RE UnitsGovernor Operation ...................................143RFE UnitsPump Valve Failures ..................................14741TES/42RLES/62TEP1745 Line Pressure Too High w/ VLP .......14841TENo Upshift .................................................15362TEDirect Clutch Reaction Plate Package .........154Low Clutch Selectable Snap Ring Package ..155Chrysler AllClutch Volume Indexes ..............................156Powertrain Verification Test .......................159Chrysler RFE AllDrive Learn RFE ........................................160TE/RLE/RFETransmission Range Sensor Specifications .164545RFENo/Late Shifts, Misfire Present ..................16848REP0868, P1750, P0713 Erratic T-Case/Transmission Operation .............................169ZF8HP45Introduction ..............................................170722.6 NAG 1P2767 ........................................................174

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