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com

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2004
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 ProCarManuals.com

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2004
 2004 TECHNICAL SEMINAR

The
Automatic Transmission Rebuilders Association
2400 Latigo Avenue
Oxnard, CA 93030
Phone: (805) 604-2000 Fax: (805) 604-2005
http://www.atra.com

This manual has been developed by the Automatic Transmission Rebuilders Association
ProCarManuals.com

(ATRA) Technical Department to be used by qualified transmission technicians in con-

junction with ATRA’s technical seminars. Since the circumstances of its use are beyond
ATRA’s control, ATRA assumes no liability for the use of such information or any dam-
ages incurred through its use and application. Nothing contained in this manual is to
be considered contractual or providing some form of warranty on the part of ATRA. No
part of this program should be construed as recommending any procedure which is
contrary to any vehicle manufacturer’s recommendations. ATRA recommends only
qualified transmission technicians perform the procedures in this manual.
This manual contains copyrighted material belonging to ATRA. No part of this manual
may be reproduced or used in any form or by any means — graphic, electronic or me-
chanical, including photocopying, recording, electronic or information storage and
retrieval — without express written permission from the ATRA Board of Directors.
Public exhibition or use of this material for group training or as part of a school curricu-
lum, without express written permission from the ATRA Board of Directors is strictly
forbidden.
ATRA and the ATRA logo are registered trademarks of the Automatic Transmission
Rebuilders Association.
Portions of materials contained herein have been reprinted with permission of General
Motors Corporation, Service Technology Group.
Portions of materials contained herein have been reprinted with permission of Ford
Motor Company.
Portions of materials contained herein have been reprinted with permission of Daimler
Chrysler Coperation.

© 2004 ATRA, Inc. All Rights Reserved. Printed in USA.

© 2004 ATRA. All Rights Reserved.
 2004 TECHNICAL SEMINAR

Dennis Madden
Chief Executive Officer

Welcome to the 2004 ATRA Technical Seminar! As you’re probably already aware, this is
ATRA’s 50th year of serving the automatic transmission industry.
As with any major milestone, this year’s anniversary has caused us to examine the
changes that have taken place over the last half century. And nowhere are those
changes more evident than in this, our annual technical seminar program.
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This year — our 50th year — marks another milestone in the evolution of the ATRA
technical seminar. Because this year, for the first time, the ATRA seminar manual has
been developed and printed in full color!
Having worked on several seminar manuals myself I know what it takes to produce a
seminar. Lance Wiggins and the ATRA Technical staff have really pull out all the stops
this year; another sign of the new things coming out of the “New” ATRA.
This seminar, along with everything else at ATRA is a group effort, with a lot of effort in
the background that nobody ever sees. I could not be more delighted with the staff here
at ATRA.
ATRA is changing all the time: with the new items like the 3-year Golden Rule war-
ranty, to give your customer that added peace of mind; point-of-sale items to make your
shop look even more professional; Nation-wide advertising and referral services, getting
more consumers into ATRA Members’ shops. These are just a few of the changes you’ve
seen in the past year, and it’s only the beginning.
On behalf of the ATRA staff, and the ATRA Chapters that work so hard to bring you this
seminar, welcome.
Sincerely,

Dennis Madden,
ATRA, CEO

© 2004 ATRA. All Rights Reserved.

ProCarManuals.com
 2004 TECHNICAL SEMINAR i

Program Contents

General Motors ................................................. 3-96

Ford ................................................................. 99-145
Chrysler ............................................................ 149-166
Import Index................................................... .... 171
4L30E........................................................ 173-220
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450-43LE .................................................. 223-245

Honda ....................................................... 249-262
ZF5HP19FL ............................................... 265-280
Reference .......................................................... 282-301

© 2004 ATRA. All Rights Reserved.

 ii 2004 TECHNICAL SEMINAR

Lance Wiggins
Technical Director
This year ATRA is proud to be celebrating its 50th year serving the automatic transmis-
sion repair industry. A lot of changes have taken place over five decades of transmission
repair, and those changes are coming faster every year.
It’s because of those changes that technical training has become an integral part of
today’s transmission repair industry. It’s just not possible anymore to get by with a
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measure of common sense and a decent technical aptitude. To remain profitable,

today’s technicians need up-to-date training on an ongoing basis.
To that end, ATRA is pleased to present its 2004 Technical Seminar. Packed with count-
less hours of research and development, writing, editing, photography and layout, this
year’s seminar will stand out as one of the most demanding and useful technical train-
ing programs ever developed for this industry.
And, for the first time, this year’s technical manual has been produced in full color.
With over 300 pages of up-to-the-minute technical information, the 2004 Technical
Seminar Manual will remain a valuable resource long after the seminar is just a
memory.
We’re confident that you’ll find this year’s seminar presentation and technical manual
both informative and profitable. In fact, we’re so sure you’ll be satisfied with what you
learn in this program, we guarantee it!
So, on behalf of the entire ATRA staff, the international board of directors, and all of the
ATRA members worldwide, we’d like to thank you for helping to make our first 50 years
memorable. And we’re happy to welcome you as we ring in the next half-century of
transmission repairs, by taking part in the 50th anniversary edition of the ATRA 2004
Technical Seminar.

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR iii

ATRA Technical Team (continued)

Randall Schroeder Steve Garrett
Senior Technician Technical Advisor, Seminar
and Seminar Speaker Speaker, Service Engineer

Bill Brayton Kelly Hilmer

Technical Advisor and Director of
Seminar Speaker Online Director
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David Skora Mike VanDyke

Senior Technician, Technical Advisor
Semimar Speaker and Seminar
Speaker

Mike Brown Larry Frash

Technical Advisor Technical Advisor,
Seminar Speaker,
Design Artist

Pete Huscher Shaun Velasquez

Technical Advisor Web Designer

Frank Pasley
GEARS Magizine

© 2004 ATRA. All Rights Reserved.

 iv 2004 TECHNICAL SEMINAR
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© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR v

ATRA Staff
It’s difficult enough getting the seminar book researched, writ-
ten, pictured, edited, and printed let alone getting it out to the
seminar attendees. This is where the ATRA Staff comes in.

Chief Executive Officer: Dennis Madden

GEARS Managing Editor: Rodger Bland

GEARS Magazine: Frank Pasley
Jeanette Troub
Paul Morton
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Julia Garcia
Director of Finance Sharon Young
Membership : Jody Wintermute
Rosa Smith
Valerie Mitchell
Vanessa Velasquez
Chris Klein
Kim Smith
Jim Spitson
Bookstore Manager: Mike Helmuth
ATRA Bookstore: Jake Silvio
Rick Eastwood

Without the ATRA team, it would be very hard to accomplish

the task at hand. Please enjoy the seminar.
Lance Wiggins
ATRA, Technical Director

© 2004 ATRA. All Rights Reserved.

 vi 2004 TECHNICAL SEMINAR
ATRA would like to thank the following
companies for their continued support!
iv
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© 2004 ATRA. All Rights Reserved.

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• Innovative mounting plates Wire Harness with Anti-bleed • Fits Lexus,Toyota, and Volvo
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or visit www.rostra.com.
 GENERAL MOTORS 3

General Motors Contents

All GM 4L60/65E, 4L80/85E
2nd Calibration Website Availible ....... 6 Failsafe, 2nd or 3rd Gear
Starts ............................................... 56
Clearing the Adapts ............................ 7
Multiple Codes ................................. 57
New DTCs for 2004 .............................. 8
4L60/65E, 4L80/85E, Shift Concerns ................................. 59
4T40/60/65E, 4T80, Allison 4L60E
Loss of Power, Shift concerns ............. 10 Updates ............................................ 60

4T40/45E 4L60E/4L65E (Parallel Hybrid Truck)

Updates ............................................... 11 PHT New Transmission .................... 63

Slips in Forward .................................. 22 4L80E

Miss, Surge, Chuggle ....................... 67
Low Roller Clutch Rotation ................. 23
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Servo Upgrade .................................. 69

2nd Roller Clutch Rotation ................. 24
No Upshifts ....................................... 71
Multiple Codes .................................... 25
4T45/65E Slip Codes ........................................ 73
Tap Shifts ............................................ 29
4T60/65E Slip, Flare going into 3rd,
TCC Slip .............................................. 37 Damaged Direct Clutches ................ 74
4T65E
Codes P0753, P0758, P1860 ................ 39 Updates ............................................ 76
5L40E
P0741, Excessive TCC Slip .................. 42 No Reverse ....................................... 78
4T80E Allison LCT 1000
Refill Procedures ................................. 43 PRNDL Flashes ................................ 80

Clunk Noise (Motor Mount) ................. 44 Known Wiring Concerns .................. 81

Erratic VSS Signal .............................. 45 Pump Noise ....................................... 82

4T40E, 4T65E, 4T80E
Ratio/Application Chart (4T40E) ......... 46 Delayed/Lack of Engagment ............ 86

Ratio/Application Chart (4T65E) ......... 48 Clutch Failure After Repair ............. 88

Ratio/Application Chart(4T80E) .......... 51 P0731 Set ......................................... 89

4L60E
Low Power, Shudder ......................... 53 Shift Concerns, Possible DTCs ......... 91

Burnt 3-4 Clutches ........................... 54 Lack of Scan Communication .......... 92

Valve Body ID ................................... 93

© 2004 ATRA. All Rights Reserved
 4 GENERAL MOTORS

Sonnax
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© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 5

Dacco
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© 2004 ATRA. All Rights Reserved

 6 GENERAL MOTORS

ALL GM A pplications
2ND Calibration Website A vailable

Condition/Cause/Correction: In our example we are looking at updates for the

4L65E application, hard shift complaints. We are going to search the following
complaint vehicle VIN 3GNEK13T13G159032 a 2003 Chevrolet Avalanche. GM
now has another web site available which looks and operates a little different from
the one you may be familiar. The other site is still in operation. Access to this
web site is still free and should be accessed before attempting to repair most
OBD II vehicles. This web site will give you information regarding updates for
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various controllers on your vehicle as well as what the update was designed to
address. The web site is located on a different server than before and can be
accessed by searching the following from your web browser search bar.
Search for the following: http://calid.gm.com

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 7

All GM
Vehicles with EPC
Clearing the vehicle shift adapts
Harsh shifts after overhaul may be caused by the incorrect shift pressure
command. It is necessary to always clear the shift adapts with your scanner
anytime repair work has been done.

Clearing the adapts can also be done by disconnecting the battery and touch the
positive cable to the negative cable. If you choose to clear the adapts by
disconnecting the battery, please note that ALL PCM adapts will be lost and the
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vehicle will operate erratically. Typically, the EGR valve will open and close
erratically causing the vehicle to surge back and fourth.

© 2004 ATRA. All Rights Reserved

 8 GENERAL MOTORS

DTC Changes,
New DTCs For 2004

The following charts represent which DTC’s are new for 2004 as well as new
updated 2004 DTC numbers for previous year applications
* INDICATES THAT THE DTC IS NOT USED ON ALL OF THE MODEL
APPLICATIONS

DTC DESCRIPTION 5L40/50E AF23/33 HONDA VT25E 4T40/45E 4L60E/65E 4T65E 4T80E
/80/85E
P0115 ECT sensor/circuit C
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P0120 TP sensor/circuit B
P0501 VSS preformance A
P0572 Cruise Brake SW Low Voltage C C
P0573 Cruise Brake SW High Voltage C C
P0718 Input speed Intermittent B

P0746 PCS 1 stuck OFF B

P0747 PCS 1 stuck ON B
P0776 PCS 2 stuck OFF B
P0777 PCS 2 stuck ON B
P0780 Incorrect shift pattern B
P0787 3-2 Solenoid Circuit Low Voltage B
P0788 3-2 Solenoid Circuit High Voltage B
P0815 Upshift switch circuit C* C C*
P0816 Downshift switch circuit C* C C*
P0826 Up/Down shift switch circuit C* C C*
P0847 TFP Switch 2 Circuit Low Voltage C
P0848 TFP Switch 2 Circuit High Voltage C
P0872 TFP Switch 3 Circuit Low Voltage C
P0873 TFP Switch 3 Circuit High Voltage C
P0897 Transmission Fluid Life C

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 9

DTC Changes,
New DTCs For 2004

The following charts represent which DTC’s are new for 2004 as well as new
updated 2004 DTC numbers for previous year applications
* INDICATES THAT THE DTC IS NOT USED ON ALL OF THE MODEL
APPLICATIONS

4L60E/65E/80/
DTC DESCRIPTION 5L40/50E AF23/33 HONDA VT25E 4T40/45E 4T65E 4T80E
85E
P0962 PCS 1 Circuit Voltage Low A A B
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P0963 PCS 1 Circuit Voltage High A A B

P0966 PCS 2 Circuit Voltage Low A A B
P0967 PCS 2 Circuit Voltage High A A B
P1740 Torque Reduction Signal Circuit B
P1750 1-2 Shift Valve Performance C C*
P1876 Up and Down Shift Switch Performance C* C
P1877 Up and Down Shift Switch Performance C* C
P2637 Transmission Torque Delivered Circuit B
P2761 TCC-PWM Solenoid Circuit B*
P2763 TCC-PWM Solenoid Circuit High Voltage A A B* B B
P2764 TCC-PWM Solenoid Circuit Low Voltage A A B* B B
P2769 TCC Enable solenoid Circuit Low Voltage A B*
P2770 TCC Enable solenoid Circuit High Voltage A B*

P2771 4WD Low Circuit B*

P2796 Auxiliary Pump Relay Circuit B*

4L60E/65E/80/
DTC DESCRIPTION 5L40/50E AF23/33 HONDA VT25E 4T40/45E 4T65E 4T80E
85E
P2797 Aux Pump Performance B*
U0100 Loss of Communication with The ECM B
U2139 Loss of Communication with The CIM C

Type A DTC’S- Emission’s related MIL-ON DTC set during the 1ST
Failure.
Type B DTC’S- Emission’s related, DTC set on 1ST failure MIL-ON during the
second consecutive failure
TYPE C DTC’S- Non-Emission related DTC set on 1ST failure no MIL-ON, although
message may/may not be displayed on the driver information center (DIC) during
the 1ST failure.

© 2004 ATRA. All Rights Reserved

 10 GENERAL MOTORS

4L60E/4L80E/LCT1000/4T40E/
4T65E/4T80E
Loss of power, Shift related concerns

When scanning the vehicle you may notice a P0171 and/or P0174 DTC’s (Lean
Codes) are set. These codes can be in conjunction with a loss-of-power complaint.

Many vehicles are being equipped with reusable air filters. Most companies selling
this type of filter require a special oil to be used on the filter element.
ProCarManuals.com

Since most MAF sensors operate by measuring the amount of energy it takes to
keep the sensing element a specified temperature (Usually 125°C) above the
temperature of the incoming air, a film of oil on the sensing element will
dramatically shift the grams per second value the sensor sends to the PCM. This
leads to fuel and spark timing changes, which ultimately lead to the above
concerns.

To correct the condition, clean the filter with the cleaning kit recommended by
the filter manufacture and be careful not to over oil the filter element. In addition
you will need to clean or replace the MAF sensor. If you choose to clean the
element, electric circuit board cleaner is the best product to use, although some
technicians use brake clean or other products. Be sure not to damage the sensing
element or the deflector screen or the sensor will not operate properly. In addition,
some filter manufactures recommend using “their” MAF sensor if you are
installing their filter. Some of the aftermarket sensors contain burn off routines
that are designed to clean the sensor element. Many of the aftermarket sensors
require a grounding bracket kit to assure their sensor is grounded.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 11

4T40E/4T45E
Updates
2004 Model Year Changes for the 4T40E and 4T45E
Transmissions
The vehicles and models affected are 2004 Chevrolet Cavalier, Classic
Malibu, Oldsmobile Alero, Pontiac Grand Am, and Sunfire. Some of the updated
parts include:

1. New Spacer Plate for Electronic Range Selector Mode Models (Malibu)
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2. New Hydrophobic Filter/Vent and Filler Cap with Case Baffle

3. Valve Body Assembly, TCC Control Valve
4. Decontented Transmission Fluid Pressure (TFP)
5. Two DTCs were also removed: P1815 Transmission Fluid Pressure (TFP)
Valve Position Switch – Start in Wrong Range and P1817 Transmission
Fluid Pressure (TFP) Valve Position Switch
6. New NSBU (Neutral Safety Backup) Switch

Electronic Range Selector Mode Models (Z body Malibu)

The electronic range selector mode has the following new DTCs:
P0815 – Upshift Switch Circuit
P0816 – Downshift Switch Circuit
P0826 – Up and Down Shift Switch Circuit
P0876 – Up and Down Shift Switch (Performance – Range Switch not in D3)
P1877 – Up and Down Shift Switch (Performance – Range Switch in D3)

© 2004 ATRA. All Rights Reserved

 12 GENERAL MOTORS

4T40E/4T45E
Updates (continued)
New Spacer Plate for Electronic Range Selector Mode
Models (Z body Malibu classic)
The new spacer plate has one notch for TAP (Turbo Application) models and two
notches for all other models.

New Seperator part#

24216112 (two notch)
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NEW

OLD

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 13

4T40E/4T45E
Updates (continued)
Valve Body Assembly, TCC Control Valve
The new TCC control valve is larger in diameter and the step at the end of the
valve is smaller by 4.4mm to prevent the valve from sticking in the end of the bore.
The valve body bore was made larger in diameter when compared to the old one.

The previous design was sticking in the end of the bore leading to converter drain
back issues. This was a huge issue as the unit would leave people stranded
because the converter would not fill unless the valve was freed up.
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This step reduced the

valve diameter at the
end of the valve by 4.4mm

This is the measurement

of the old style valve.

© 2004 ATRA. All Rights Reserved

 14 GENERAL MOTORS

4T40E/4T45E
Updates (continued)

The valve body under went several changes for the ‘04 model year (in addition to
the TCC control valve info on the previous page) including the TCC feed valve
being eliminated. The valve body was machined to accept the decontented TFP. It
needs to be noted that a major change also occurred in the channel plate when
all the valve body changes occurred so it will NOT back service previous years.
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The New TCC

control valve
made of anodized
steel

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 15

4T40E/4T45E
Updates (continued)
New Hydrophobic Filter/Vent and Filler Cap with Case Baffle
A new hydrophobic filter/vent and filler cap with case baffle has been added to
prevent water entering through the vent. The new caps are different colors, one
red and the other black.
ProCarManuals.com

The Red cap is for

2003 and prior

The Black cap is for

2004.

© 2004 ATRA. All Rights Reserved

 16 GENERAL MOTORS

4T40E/4T45E
Updates (continued)
Decontented Transmission Fluid Pressure (TFP)
Three pressure switches have been eliminated on 2004 models. The three
switches that remain are: TCC release, drive and reverse. The color of the plastic
has changed from black to gray. The additional functions are now done by the
redesigned NSBU switch.

Two DTCs were also removed

P1815 Transmission Fluid Pressure (TFP) Valve Position Switch – Start in Wrong
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Range and P1817 Transmission Fluid Pressure (TFP) Valve Position Switch –
Reverse with Drive Ratio.

This switch is only This switch is for

for 2003 and prior 2004 and on models
models with the black with a gray color
color base. base.
Part# 24217544

NEW

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 17

4T40E/4T45E
Updates (continued)
New NSBU (Neutral Safety Back Up) Switch
A new NSBU switch with one large connector replaces the switch with two
connectors. In the graphic, the two connectors are for 2003 and prior while the
one large connector is for 2004.
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2003-Prior 2004-On

“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 18 GENERAL MOTORS

4T40E/4T45E
Updates (continued)
New PCS solenoid
A bosch PCS was implemented for all 4T40E/45E applications (same as the 4T65E
we covered last year even the same part number) The updated PCS is in all 2004
4T40E/45E applications.

Part Number
ProCarManuals.com

10478146

New Drive Chain

In January 2004, the drive chain and sprockets were updated to a new “ ZX
design”. The redesign uses an “inverted” tooth chain. The update was for
durability. The new chain and sprockets are 5/8" wide and available in 35/35 or
32/37 sprocket tooth counts only. The old chains were 7/8 inch and 3/4 inch
wide. The 33/37 sprocket tooth count applications are the previous design. The
updated chain and sprockets can back service previous years although you will
have to change the chain and sprockets as a set.

“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 GENERAL MOTORS 19

4T40E/4T45E
Updates (continued)
New Washers for the Input Carrier

Coated “Bat Wing” washers were implemented on the input carrier pinions. In
addition, both the input and the reaction carrier pinion pin diameter was reduced
and one more needle was added to each pinion gear/pin to improve the pinion
life on higher torque applications. The Bearing that sits on the end of the reaction
carrier was also updated adding another needle to it. The updates help prevent
spalling. The updated parts will back service previous years. This was an update
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on all 4T45E applications for 2004.

© 2004 ATRA. All Rights Reserved

 20 GENERAL MOTORS

4T40E/4T45E
Updates (continued)
New Pump needle bearing

The oil pump bearing was updated to improve the life of the pump. The cage was
removed and one more needle was added to the bearing. This was an update on
all 2004 models.
ProCarManuals.com

New 2004-On 2003-Proir

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 21

4T40E/4T45E
Updates (continued)
New Axle Seal
The axle seal material was changed. The update is designed to improve seal life
during cold temperature operation. The updated seal went into production on
April 16, 2003 as a running change for late 2003 and all 2004 models
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New Reverse Clutch Assembly

A running change for the 2003 model year was the reverse input clutch assembly.
The bottom of the snap ring grove was moved down to make the groove wider. A
new stiffer snap ring was implemented. The feed orifice for the center seal area
was changed from 1.71mm on 1995-2003 models to 1.87mm on 2003-2005
models. The part number then changed for the drum kits, the 1995-2003 reverse
input clutch kit number is 2420541 while the part number for the 2003-2005
application is 24223014. This change occurred on December 4th 2002 for the
2003 model year.

© 2004 ATRA. All Rights Reserved

 22 GENERAL MOTORS

4T40E/4T45E
Slips in Forward
Cracked Oil Feed Tube
A cracked Oil Feed Tube may be the cause of a no forward or slips in forward
condition. When installing the tube assembly to the case make sure there is no
debris caught under the plate area before torquing the tube bolts. This may cause
the tube assembly to crack. Make sure to check all tubes during disassembly and
reassembly.
ProCarManuals.com

Torque the feed

pipe bolts to
106 inch lbs

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 23

4T40E/4T45E
Low Roller Clutch Rotation

A failure to the Low Roller clutch assembly will result in a NO FORWARD

condition in the O/D range.
ProCarManuals.com

NOTE: It will usually work on the lift

Rotates
counter clockwise

© 2004 ATRA. All Rights Reserved

 24 GENERAL MOTORS

4T40E/4T45E
2nd Roller Clutch Rotation

The outer race of the 2nd roller clutch rotates in a

clockwise direction.
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© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 25

4T40E / 4T45E
Multiple Codes, Slips, Failsafe
DTCs P0753, P0758, P1860, C1223, C1224 or C1275

Other complaints: Transmission slips in 4th Gear, Stuck in 2nd Gear or SES/TCS
light illuminated, DTCs:

P0753-1-2 Solenoid Circuit Failure

P0758-2-3 Solenoid Circuit Failure
P1860-TCC Solenoid Electrical Fault
ProCarManuals.com

C1223-2 Wheel Speed Sensor

C1224-2 Wheel Speed Sensor
C1275- ABS System Failure

This may be caused by the wiring being damaged or the Evap Emission Vent
Solenoid failing. The models affected by this are 2002-2004 Chevrolet Cavalier
and 2002-2004 Pontiac Sunfire with 2.2L Engine (VIN F – RPL L61)

Both causes should be examined when a vehicle is brought in for the above
concern.

© 2004 ATRA. All Rights Reserved

 26 GENERAL MOTORS

4T40E / 4T45E
Multiple Codes, Slips, Failsafe
Wiring and Conduit Inspection (continued)
Cause #1:
Possible water intrusion at the transmission to the front end vehicle harness. This
harness is located near the transmission breakout and is protected by plastic split
tube type conduit and electrical tape. In some cases, the split may be facing
upward which will increase the tendency of the conduit to hold water. Eventually,
the #107 splice to the transmission may become corroded and become non-
conductive.
ProCarManuals.com

Correction #1:
Locate the conduit for the transmission breakout directly above the transmission
oil cooler lines. Remove the electrical tape wrap from the plastic conduit and peel
the conduit open. With the conduit open, examine the splices inside for signs of
corrosion. Splice #107 (part of circuit 439, PINK) is located approximately 13 in
forward of the transmission breakout point. Examine the splice for signs of
corrosion. If corrosion is found, repair the splice. Use only a GM Crimp and Seal
splice. Strip back the wire until clean, non-corroded wire is available.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 27

4T40E / 4T45E
Multiple Codes, Slips, Failsafe (continued)
Evaporative Emissions Canister Vent Solenoid retainer

Cause #2 The Evaporative Emissions Canister Vent Solenoid retainer may

have come loose, allowing the associated wire harness to contact the axle.
Abrasion of the wire against the axle may rub through the insulation creating a
short to ground.

1. The Evaporative Emissions Vent Solenoid is retained by a molded in, plastic

extension. The retainer has molded in ridges that create an interference fit to the
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underbody. Under some instances, the retainer may have not been fully seated
when installed.
2. Remove the jumper harness from the Evaporative Emissions Vent Solenoid
and repair the harness as necessary.

Connector, GM Crimp n’ Seal Butt End Part# 12089189

Connector, Body Harness Extension Part# 12101858

© 2004 ATRA. All Rights Reserved

 28 GENERAL MOTORS

4T40E / 4T45E
Multiple Codes, Slips, Failsafe (continued)

The fastener style used to retain the Evap vent solenoid does not click when
properly installed. This is normal, try to seat the fastener as deeply as possible
without using excessive or damaging force.

Inspect the retainer for damage. Additionally, examine the solenoid body for any
signs of damage. If the retainer and solenoid body appear in good condition, verify
that the fastener holds properly by pulling on the solenoid body to check that it is
retained. If the fastener will not retain properly or there are signs of damage,
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replace the Evap Vent Solenoid.

Discard and replace the jumper harness with P/N 12101858, lower the vehicle
and clear all DTCs.

Part Number Description

22622022 Valve, Evap Canister Vent

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 29

4T65E/4T45E
Tap Shifts
2004 Pontiac ( W body) Grand Prix GTP equipped with the 4T65E and the 2004
Chevrolet ( Z body) Malibu Classic equipped with the 4T40E/4T45E have a new
feature referred to with the following terms ; “Tap Shifts”(Touch Activated Power),
“Electronic Range Select Mode” (ERS) or as “DSC” (Driver Controlled Shifts)
depending on the application and which literature you are referencing . Both
applications give the customer the ability to upshift and downshift the
transmission by moving a button. The button on the Malibu is located in the shift
lever while the Grand Prix uses a set of paddles mounted on the spoke of the
steering wheel.
ProCarManuals.com

Operation:
The addition of the TAP shift system led to several transmission changes
including the valve body, spacer plate, channel plate and even the friction
materials depending on the application. Several changes were also made to the
vehicle wiring and to the PCM/BCM to make the TAP shift system function.

The system consists of the following:

• TAP switches- The tap switches are momentary contact type switches. In
addition to the switch contacts, the switch assembly contains a series of
dropping resistors (A voltage divider circuit).
• A fuse controls power to the switch assembly. On the W car application
the “Cruise” fuse located in the IP fuse block controls the system while
the Z car uses the “Run/Crank” fuse located in center console fuse block
for operation.
• The shift lever position indicator is attached to the shift lever and is used
to enable or disable TAP operation on the Malibu (Z body) application.
• The IMS is used to enable or disable TAP operation on Grand Prix (W
body) applications.
• The PCM receives the input from the TAP switches and then commands
the transmission to shift to the gear commanded by the customer. The
voltage value received by the PCM from the switches varies based on
whether the customer is commanding an upshift or a down shift.
• A BCM interface via the serial data line, is used on the Malibu to tell the
PCM when the shifter has been moved into the proper position so the
TAP shifts can be enabled.

© 2004 ATRA. All Rights Reserved

 30 GENERAL MOTORS

4T65E/4T45E
Tap Shifts
Malibu Operation:
To operate the TAP system on the Malibu, the customer must first place the shift
selector into the “Low” (L) position. If the shifter is in any other position, the PCM
will inhibit the shift. The BCM monitors the shifter enable circuit via circuit
5525. When the shifter is place in L position, the voltage on circuit 5525 is
pulled low by the shift lever indicator switch, enabling the Tap Shifts to function.
When the voltage is pulled low the “Driver Shift Control” parameter on the scan
tool will display “Active” as a value. When the Driver Shift Control parameter
reads Active, the BCM will inform the PCM via serial data that the TAP shift
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function should be enabled. The PCM then looks at typical inputs such as VSS
and Engine load to determine if the shifts should be allowed and if so, when the
shift should occur. When the shifter is in the “L” position the transmission range
sensor (PRNDL switch) will indicate D3 range as the manual valve is actually in
D3 range. The PRNDL switch values for circuits A, B, C and P will display “LOW”
for all of the switch circuits.

When the shifter is placed in any other range, the voltage on circuit 5525 will be
high and the Tap Shift function will no longer operate. If the shifter is in any
range other than L the scan tool parameter displayed as “Driver Shift Control” will
read “Inactive”. When the Driver Shift Control parameter reads Inactive, the BCM
will inform the PCM via serial data that the TAP shift function should be disabled.
When the customer presses the upshift button, battery voltage is fed through a
4.42K resistor to the PCM via circuit 5526. The resulting voltage drop is then
recognized as an upshift command. To command a downshift, the customer
presses the button in the opposite direction. Battery voltage is fed through a
1.5K resistor to the PCM through circuit 5526.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 31

4T65E/4T45E
Tap Shifts
Malibu Operation (continued):
The voltage level available at the PCM when the switch is moved to the
downshift position is different than the value at the PCM when the driver
commanded an upshift to occur. . The scan tool parameter that displays the shift
switch voltage values is called out as “Shift Voltage Request”.
Typical TAP Shift switch values with the engine running are as follows:
No Button Pushed- .65 Volts
Upshift Button Pushed - 1.78 Volts
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Downshift Button Pushed- 3.4 Volts

NOTE: It should be noted that the above values will vary with battery voltage. If
the voltage is being monitored with the engine off, key on the voltage values will
be lower than those shown above.
NOTE: On the Z body applications the BCM also communicates with the IPC
regarding shifter position, as well as TAP command values. When the shifter is
placed in the “L” position the PRNDL indicator in the dash will display L3 as a
value. As the downshift TAP button is pressed the indicator will display L2 and
then L1 if the button is pressed again. If a TAP upshift is commanded the PRNDL
will display L2 and then L3 if the button is pressed again.
NOTE: It should be noted that the transmission cannot be TAP shifted if the
vehicle is stationary. The indicator in the dash will change but the transmission
will not shift. In addition, some TAP upshifts will be inhibited if the road speed is
to low.

© 2004 ATRA. All Rights Reserved

 32 GENERAL MOTORS

4T65E/4T45E
Tap Shifts
Z car TAP Shift
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© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 33

4T65E/4T45E
Tap Shifts
Pontiac Grand Prix GXP Super Charged Operation:
To enable the TAP Shift system on the Grand Prix the customer must have the
shifter in the “M” position. If the shifter is in any other position, the TAP shift
feature will not function. The shifter position on the W car is determined by the
IMS, which is mounted inside the transmission. When the shifter is in the M
position, the HUD (Heads Up Display) digits will decrease in size. In addition, the
HUD will change from showing the PRNDL position to showing the commanded
TAP gear.
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NOTE: If the engine is not running the HUD will always read “3” in M range and
the scan parameter will indicate only 3rd gear commanded even if you push or
pull on the paddles commanding a shift to occur.

The scan tool parameter for the IMS will display “Drive 3” when the shifter is in
the M position. IMS circuits A, B, C and P will all display a “LOW” value on the
scan tool. In addition, the “Driver Shift Control” parameter will change to
“ACTIVE” enabling TAP shifts to occur.

The W car uses two switches mounted on each side of the steering wheel center
spoke. The left switch is the master, in which a series of resistors are housed. The
right switch is simply a single pole double throw type switch.
If the driver pushes one of the switches an upshift will be commanded. If the
driver pulls on one of the switches a downshift will occur. When an upshift is
commanded, battery voltage will be fed through a 4.42K resistor to the PCM via
circuit 1996. A downshift command will cause battery voltage to be fed through a
1.5K resistor to the PCM on circuit 1996.

Typical TAP Shift switch values with the engine running are as follows:
No Button Pushed- .65 Volts
Upshift Button Pushed - 1.70 Volts
Downshift Button Pushed- 3.35 Volts
NOTE: It should be noted that the above values will vary with battery voltage. If the
voltage is being monitored with the engine off, key on the voltage values will be
lower than those shown above.
NOTE: It should be noted that the transmission cannot be TAP shifted above 2nd
gear if the vehicle is stationary. In addition, some TAP upshifts will be inhibited if
the road speed is to low.
© 2004 ATRA. All Rights Reserved
 34 GENERAL MOTORS

4T65E/4T45E
Tap Shifts
W car TAP Shift
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© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 35

4T65E/4T45E
Tap Shifts
Diagnostics:
Several new DTC’s are available for the TAP system, they include:
P0815, P0816, P0826, P1876 and P1877

P0815 will set if:

• P0826 is not set
• No PSM/PSA DTC’s are set ( Z body)
• No IMS DTC’s ( W body)
• The engine is running
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• It has been at least 6 seconds since the shifter range had been changed
• The PCM detects the upshift signal for longer than 2 seconds in park or
5 minutes in D4 range

If a P0815 sets the PCM will

• Disable the TAP shift function
• Default the shifter range to the D4 shift pattern

P0816 will set if:

• P0826 is not set
• No PSM/PSA /Range DTC’s are set ( Z body)
• No IMS DTC’s are set (W body)
• The engine is running
• It has been at least 6 seconds since the shifter range had been changed
• The PCM detects the downshift signal for longer than 2 seconds in park
or 5 minutes in D4 range

If a P0816 sets the PCM will

• Disable the TAP shift function
• Default the shifter range to the D4 shift pattern

© 2004 ATRA. All Rights Reserved

 36 GENERAL MOTORS

4T65E/4T45E
Tap Shifts
Diagnostics:

P0826 will set if:

• The engine is running
• The PCM detects an invalid voltage value on circuit 5526 (Z body) circuit
1996 (W body) for longer than 5 seconds

If a P0826 is set the PCM will:

• Disable the TAP shift function
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• Default the shifter range to the D4 shift pattern

P1876 (Z body only) will set if:

• No TAP system DTC’s are set
• No PSA/PSM/RANGE DTC’s are set
• Engine is running
• The PCM detects the TAP enable circuit is “ACTIVE” and the
transmission is in D4 range
• The condition lasts longer than 3 seconds

If a P1876 is set the PCM will:

• Disable the TAP shift function
• Default the shifter range to the D4 shift pattern

P1877 (Z body only) will set if:

• No TAP system DTC’s are set
• No PSA/PSM/RANGE DTC’s are set
• Engine is running
• The PCM detects the TAP enable circuit is “INACTIVE” and the
transmission is in L range
• The condition lasts longer than 3 seconds

If a P1877 is set the PCM will:

• Disable the TAP shift function
• Default the shifter range to the D4 shift pattern

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 37

4T60E / 4T65E
TCC Slip
Many TCC related complaints are caused by computer programing problems. The
chart below shows the TCC Slip speed is varying about 100 RPMs about every 1.5-
2 seconds. This isolation feels a little like an engine misfire, but smoother. It is
apparent the computer is commanding the TCC to be erratic. First determine if
there is a input causing your problem. If all of your inputs are at their perspective
specifications, try reprogramming the computer.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 38 GENERAL MOTORS

4T60E / 4T65E
TCC Slip (continued)
Here’s the same vehicle after the processor was reprogramed. Notice the TCC duty
cycle is steady, as well as the slip. The slight increase in the TCC slip is from a
slight dip of the throttle. Trying to correct this problem mechanically might be
impossible.
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© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 39

4T65E
Codes P0753/P0758/P1860
2000/2004 Pontiac H Cars Buick C/H Cars
Some 4T65E Pontiac Bonneville (H Body), Buick LeSabre ( H Body) and Buick
Park Avenue ( C Body) applications may exhibit any combination of the following
DTCs, P0753, P0758 or P1860. P0753 and P1860 seem to be the most common
combination of DTCs that are setting. In addition, the default actions for those
DTC’s will be in effect if the DTCs are set. As with other conditions on today’s
vehicles, it is common for the above symptoms to be intermittent. To set the DTCs
the following must occur:
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P0753 will set if:

The PCM commands the 1-2 shift solenoid ON and the feedback voltage is HIGH
for more than 5 seconds
OR
The PCM commands the 1-2 shift solenoid OFF and the feedback voltage is LOW
for more than 5 seconds

If a P0753 is set the PCM will:

Turn on the MIL (SES light) on the second consecutive failure
Command Maximum line pressure
Inhibit 3-2 downshifts when VSS is greater than 30 MPH (48 km/h)
Freeze shift adapts

P0758 will set if:

The PCM commands the 2-3 shift solenoid ON and the feedback voltage is HIGH
for more than 5 seconds
OR
The PCM commands the 2-3 shift solenoid OFF and the feedback voltage is LOW
for more than 5 seconds

© 2004 ATRA. All Rights Reserved

 40 GENERAL MOTORS

4T65E
Codes P0753/P0758/P1860 (continued)

2000/2004 Pontiac H Cars Buick C/H Cars

If a P0758 is set the PCM will:
Turn on the MIL (SES light) on the second consecutive failure
Command Maximum line pressure
Inhibit TCC
Command 2nd gear
Freeze shift adapts
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P1860 will set if:

The PCM commands the TCC solenoid to 90% or greater duty cycle and the
feedback voltage is HIGH for more than 5 seconds
OR
The PCM commands the TCC shift solenoid 10% or less duty cycle and the
feedback voltage is LOW for more than 5 seconds

If a P1860 is set the PCM will:

Turn on the MIL (SES light) on the second consecutive failure
Inhibit TCC
Inhibit 4th gear if in hot mode
Freeze shift adapts

Several items may cause the conditions listed above. One of the common areas
that seems to occur with great frequency, is a poor connection at the “under hood
fuse block”. The pin and its location vary based on the vehicle model. On H-car
applications inspect connector C-3 pin E7 for damage. On C- car applications
inspect connector C-2 pin E4 for damage. In most instances you will find the
terminal lock tab damaged. This will allow the terminal to back out, leading to
the intermittent concern.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 41

4T65E
Codes P0753/P0758/P1860 (continued)

2000/2004 Pontiac H Cars Buick C/H Cars

To inspect the pins, remove the under hood fuse block or under hood junction
block and flip it upside down. On H cars, connector C-3 is the black 68 pin
connector. On C cars, connector C2 is the brown 68 pin connector. On C car
applications pin E4 is fed from the IGNFD 10A fuse while H cars feed pin E7
though the 10 A TRANS fuse.
To repair the condition, replace the terminal or repair the collapsed locking tab.
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Remove the under hood fuse block or under hood junction

block and flip it upside down.

© 2004 ATRA. All Rights Reserved

 42 GENERAL MOTORS

4T65E
P0741, Excessive TCC Slip, No TCC Apply

Orifice 9b is too small, not allowing enough TCC Signal / PWM oil to the TCC Reg.
Apply valve
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9b

Enlarge orifice 9b with .020" to .030" drill

“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 GENERAL MOTORS 43

4T80E
Refill Procedures
When servicing a 4T80E transmission it is necessary to remove the plug from
inside the case to drain the side cover of it’s oil. This plug is located near the
chain cover. Fluid level that is not correct may be caused by not reinstalling the
plug.
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© 2004 ATRA. All Rights Reserved

 44 GENERAL MOTORS

4T80E
“Clunk” During a Garage Shift and/or a
“Thud” Noise When A ccelerating
Many (K- Car) Northstar equipped 4T80E vehicles may have aggressive garage
shifts. The condition may have gotten progressively worse or may have developed
all at once. In addition a “Thud” noise when accelerating from a stop may also be
felt. An oil leak from the motor mount may also be present on the garage floor or
drive way.
ProCarManuals.com

This is a common issue on the Northstar applications and it is generally caused by

a cracked front engine mount. The mount generally cracks in the area of the stud
where it mounts to the frame.

“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 GENERAL MOTORS 45

4T80E
Erratic VSS Signal
4T80E Northstar applications may experience an erratic speedometer reading, as
well as other conditions such as a TCS (Transmission Control Switch) light on,
and a possible C1295 DTC. Some conditions may also lead to shift related
concerns.

In some instances the customer may comment that the speedometer is reading
high (up to 150 MPH) even though the car may not be moving. In some instances
the speedometer may drop out while driving. Either of the above conditions may
be intermittent or may have occurred only after the engine, transmission or
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alternator was replaced.

Typically one of the following is responsible for the conditions:

1. A bad 3A ground wire typically located near the alternator

2. The Transmission harness is rubbing on the cooling hose clamps in

the area of the coolant recovery jug.

Repair the harness or ground connection

© 2004 ATRA. All Rights Reserved

 46 GENERAL MOTORS

4T40E/4T45E
2003/2004 Ratio and Application chart
This year’s seminar book includes an update to the charts contained within the
2002 seminar book. The 2002 seminar book contains listings for 1995-2002
4T40E/45E applications. The 4T45E/40E utilizes several different final drive,
drive/driven sprocket and torque converter combinations. Installing the wrong
transmission, drive/driven sprockets, final drive or toque converter can result in
several different ratio error or slip DTC’s . If a ratio error, maximum adapt or TCC
slip DTC is present, and the unit has been previously repaired or replaced, the
converter, final drive ratio and/or drive to driven sprocket ratio could possibly be
incorrect for your application. Refer to our chart to determine what final drive and
ProCarManuals.com

drive/driven sprocket ratios are available for your application. As with other GM
vehicles the engine, transmission and final drive ratio information for your
specific vehicle model is located on the regular production option label (RPO). The
RPO label should be used exclusively to determine which transmission fits in
which vehicle body style and application.

RPO codes for the 4T40E/45E applications

RPO CODE DESCRIPTION RPO CODE DESCRIPTION

LG8-3.1L V-6 ENGINE FY1- 3.05 FINAL DRIVE

L61- 2.2L 4 CYL ENGINE FR9- 3.29 FINAL DRIVE
L42- 2.2L 4 CYL ENGINE F83- 3.05 FINAL DRIVE
LA1- 3.4L V-6 ENGINE FX2- 3.29 FINAL DRIVE
L81- 3.0L V-6 ENGINE FR3- 3.29 HD FINAL DRIVE
LX9- 3.5L V-6 ENGINE

NOTE: The effective ratio available at the transmission drive shafts will include the
final drive ratio and the drive/driven sprocket ratio.

RPO Effective ratio

FY1 3.63
FR9 3.29
F83 3.05
FR3 3.69
FX2 3.91

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 47

4T40E/4T45E
2003/2004 Ratio and A pplication chart
Application Year Model Codes Drive/Driven Final Drive SRTA Part #
N-BODY
CHEV 2003 3WCR 35/35 3.05 24224355
LG8 MN4
N, ZJ & J BODY
CHEV,PONT
2003 3PCR 32/38 3.29 24224356
OLDS, SATURN
L61, L42,MN4
N-BODY
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PONT,OLDS 2003 3WXJ 35/35 3.05 24224358

LA1 MN5
N-BODY
PONT 2003 3MXJ 35/35 3.29 24224359
LA1 MN5
ZJ-BODY
L300
2003 3FDJ 33/37 3.29 24224360
SATURN
L81 MN5
N, ZJ & J BODY
CHEV, PONT, OLDS,
2004 4PCR 32/38 3.29 24227118
SATURN
L61 L42 MN4
N-BODY
PONT- OLDS 2004 4WXJ 35/35 3.05 24227119
LA1 MN5
N-BODY
2004 4MXJ 35/35 3.29 24224359
PONT
ZJ-BODY
L300
2004 4FDJ 33/37 3.29
SATURN
L61 MN5
Z-BODY
CHEV 2004 4ERJ 35/35 3.05 24227122
LX9 MN5
Z-BODY EXTENDED
CHEV 2004 4ETJ 35/35 3.29 24224355
LX9 MN5
Z-BODY
CHEV 2004 4EBJ 32/38 3.05 24227436
L61 MN5

© 2004 ATRA. All Rights Reserved

 48 GENERAL MOTORS

4T65E
2003/2004 Ratio and Application chart
This year’s seminar book includes an update to the charts contained within the
2002 seminar book. The 2002 seminar book contains listings for 1997-2002
4T65E applications. The 4T65E utilizes several different final drive, drive/driven
sprocket and torque converter combinations. Installing the wrong transmission,
drive/driven sprockets, final drive or toque converter can result in several
different ratio error or slip DTC’s . If a ratio error, maximum adapt or TCC slip
DTC is present, and the unit has been previously repaired or replaced, the
converter, final drive ratio and/or drive to driven sprocket ratio could possibly be
incorrect for your application. Refer to our chart to determine what final drive and
ProCarManuals.com

drive/driven sprocket ratios are available for your application. As with other GM
vehicles the engine, transmission and final drive ratio information for your
specific vehicle model is located on the regular production option label (RPO). The
RPO label should be used exclusively to determine which transmission fits in
which vehicle body style and application.
RPO codes for the 4T65E applications
RPO CODEDESCRIPTION RPO CODE DESCRIPTION
MN3-4T65E Transmission LB8 2.5L Engine
MN7-4T65E HD Transmission L46 3.0L Engine
M76-4T65E AWD Transmission LG8 3.1L Engine
M15-4T65E Advanced Electronic LA1 3.4L Engine
Controls LQ1 3.4l DOHC Engine
FQ3 2.86 Final drive LX5 3.5L DOHC Engine
FR2 3.29 Final drive L36 3.8L Engine
F83 3.05 Final drive L67 3.8L Engine Super charged
FR9 3.29 Final drive L32 3.8L Engine
FV4 3.71 Final drive LY7 3.6L Engine
Police/taxi special equipment options (SEO) 9C1, 9C3,9C6
NOTE: The effective ratio available at the transmission drive shafts will include the
final drive ratio and the drive/driven sprocket ratio.

RPO Effective ratio

FQ3 2.86
FR9 3.29
F83 3.05
FR2 2.93

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 49

4T65E
2003/2004 Ratio and A pplication chart
Application Year Model Codes Drive/Driven Final Drive SRTA Part #
C-BODY
2003 3FFB 35/35 3.05 24224273
L36 MN3
H-BODY
2003 3PAB 35/35 2.86 24224275
L36 MN3
H-BODY
2003 3PBB 35/35 3.05 24224276
L-36 MN3
C-BODY
2003 3FCB 37/33 3.29 24224280
L67 MN7
H-BODY
2003 3CHB 37/33 3.29 24224281
ProCarManuals.com

L67 MN7
W-BODY
L67 MN7 2003 3XAB 37/33 3.29 24224284
PONT/BUICK
B&U BODY
2003 3BCB 35/35 3.29 24224288
LA1 M15

W-BODY
2003 3RDB 35/35 2.86 24224290
CHEV
LA1 M15
W-BODY
PONT/BUICK 2003 3RNB 35/35 3.05 24224291
LG8 M15
W-BODY
CHEV
2003 3LCB 35/35 3.29 24224292
POLICE/TAXI
L36 M15
W-BODY
CHEV/BUICK 2003 3LBB 35/35 3.05 24224293
L36 M15
W-BODY
CHEV/PONT 2003 3LDB 35/35 3.29 24224294
L36 M15
B&U BODY
2003 3CXB 35/35 3.29 24224295
LA1 M76
C-BODY
2004 4FFB 35/35 3.05 24224282
L36 MN3
H-BODY
2004 4PAB 35/35 2.86 24224312
L36 MN3
© 2004 ATRA. All Rights Reserved
 50 GENERAL MOTORS

4T65E
2003/2004 Ratio and Application chart
Application Year Model Codes Drive/Driven Final Drive SRTA Part #
H-BODY
2004 4PBB 35/35 3.05 24224289
L-36 MN3

C-BODY
2004 4FCB 37/33 3.29 24224283
L67 MN7
W-BODY
L32 OR L67
2004 4CAB 37/33 3.29 24224300
MN7
PONT/CHEV
W-BODY
ProCarManuals.com

Pont 2004 4CBB 35/35 3.29 24224301

L32 MN7
W-BODY
BUICK 2004 4KNB 37/33 3.29 24227445
L67 MN7
W-BODY
PONT 2004 4RNB 35/35 3.05 24227449
LG8 M15
W-BODY
CHEV
2004 4LCB 35/35 3.29 24227446
POLICE/TAXI
L36 M15
W-BODY
CHEV/BUICK
2004 4LBB 35/35 3.05 24224302
PONT
L36 M15
W-BODY
CHEV 2004 4LDB 35/35 3.29 24227447
L36 M15
W-BODY
CHEV 2004 4RDB 35/35 3.29 24227448
LA1 M15
B&U BODY
2004 4BCB 35/35 3.29 24227438
LA1 M15
B&U BODY
2004 4CXB 35/35 3.29 24224309
LA1 M76
B BODY
BUICK 2004 4VCB 35/35 3.29 24224310
LY7 M76
© 2004 ATRA. All Rights Reserved
 GENERAL MOTORS 51

4T80E
2003/2004 Ratio and Application chart
This year’s seminar book includes an update to the charts contained within the
2002 seminar book. The 2002 seminar book contains listings for 1992-2002
4T80E applications. The 4T80E utilizes several different final drive and torque
converter combinations. Installing the wrong transmission, final drive or toque
converter can result in several different ratio error or slip DTC’s . If a ratio error,
maximum adapt or TCC slip DTC is present, and the unit has been previously
repaired or replaced, the converter or the final drive ratio could possibly be
incorrect for your application. Refer to our chart to determine what final drive and
drive/driven sprocket ratios are available for your application. As with other GM
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vehicles the engine, transmission and final drive ratio information for your
specific vehicle model is located on the regular production option label (RPO). The
RPO label should be used exclusively to determine which transmission fits in
which vehicle body style and application.

RPO codes for the 4T80E applications:

RPO CODE DESCRIPTION RPO CODE DESCRIPTION

LD8- 4.6L NORTHSTAR ENGINE FP3- 2.73 FINAL DRIVE

L37- 4.6L NORTHSTAR ENGINE F79- 2.97 FINAL DRIVE
L47- 4.0L NORTHSTAR ENGINE F17- 2.84 FINAL DRIVE
FW2- 3.06 FINAL DRIVE FV3- 3.11 FINAL DRIVE
F13- 3.48 FINAL DRIVE FR9- 3.29 FINAL DRIVE
FV4- 3.71 FINAL DRIVE MH1- 4T80E TRANSMISSION

NOTE: ALL 2003/2004 4T80E APPLICATIONS USE AN IMS

© 2004 ATRA. All Rights Reserved

 52 GENERAL MOTORS

4T80E
2003/2004 Ratio and Application chart

APPLICATION YEAR MODEL CODE CONVERTER FINAL DRIVE SRTA PART #

K-BODY
2003 3AAN VCC 3.11 24224454
LD8 MH1
K-BODY
2003 3AJN TCC 3.71 24224453
L37 MH1
K-BODY
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2003 3MLN VCC 3.71 24224455

L37 MH1
G-BODY
2003 3MSN VCC 3.71 24224456
L47 MH1
K-BODY
2004 4AAN VCC 3.11 24224454
LD8 MH1
K-BODY
2004 4AJN TCC 3.71 24224453
L37 MH1
K-BODY
2004 4MLN VCC 3.71 24224455
L37 MH1

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 53

4L60E/65E
Low Power, Shudder
1999-2003 4.8L, 5.3L, 6.0L Engines
Some customers may comment that their vehicle appears to be losing power,
usually intermittently. In addition, the customer may comment that the vehicle
seems to shudder on acceleration when the condition is present.

The vehicle may be operating in “Low Power Mode”. This condition can be
triggered by several conditions including a faulty PSM/PSA. If the switch
indicates that the transmission has shifted to neutral when the vehicle is actually
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being driven at highway speeds, the PCM may command the system into low
power mode. If you note that the PSM is changing state, check the switch and
wiring and replace the switch if you cannot isolate a specific cause.

© 2004 ATRA. All Rights Reserved

 54 GENERAL MOTORS

4L60E
Burned 3-4 Clutch, Slip DTC’s Set
Condition: 4L60E applications setting slip DTC’s may have problems with the 3-4
clutch. Upon inspection you may find the 3-4 clutches are burned.
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© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 55

4L60E
Burned 3-4 Clutch, Slip DTC’s Set
Cause/Correction: Several items have been found as causes for 3-4 clutch
damage. If 3-4 clutch damage is suspected or if the clutch is found to be
damaged inspect the following:

1. 3-4 Piston seals damaged, cut

2. 3-4 Piston cracked
3. Housing cracked
4. Turbine shaft cracked ( inspect the inside of the stator support sleeve for
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damage)
5. 3-4 feed hole restricted
6. Pump passages incorrectly drilled or cross leaks present
7. Turbine shaft seals damaged
8. 3-4 clutch check ball leaking (620)
9. 3-4 check ball plug in the end of the turb
ine shaft leaking
10. Bleed orifice leaking or missing
11. Turbine shaft leaking around splines that attach it to the drum
12. TCC inoperative
13. Engine modifications have been preformed that allow the engine to
exceed the transmissions maximum torque capacity
14. PCS or its valving is sticking or faulty ( Remember the quality spill on
the PCS, Look at your build date)· Pump sleeve incorrectly positioned
15. Partially sticking 2-3 shift valve
16. Improper PCM calibration loaded
17. 3rd accumulator check ball #7, not sealing or servo orifice cup plug
missing/damaged ( 2-4 band will be burned also)
18 Leaking servo seals (on 3rd piston) ( 2-4 band will be burned also)

© 2004 ATRA. All Rights Reserved

 56 GENERAL MOTORS

4L80E/85E and 4L60E/65E

Failsafe, 2nd or 3rd Gear Only
1999 and later C-K Truck applications may experience a condition that results in
the transmission defaulting into 2nd gear (4L80E/85E) or 3rd gear (4L60E/65E)
when the shifter is placed in the OD position. In addition, several DTCs may set,
which relate to electrical faults in the solenoids or there circuits.

Although the ignition switch has been a common cause of this concern and a new
updated ignition switch (As outlined in previous seminar manuals) has been
released the problem may not be corrected by replacing the ignition switch.
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Always check circuit 1020 at the UBEC (Under hood Electrical Center) Connector
C-2, terminal F-2 for a poor crimp condition. In many instances the terminal is
crimped over the top of some of the wiring insulation leading to a poor
connection. In most instances this condition is intermittent. Wiggle the wires at
connector C-2 while monitoring the voltage on circuit 1020. If a terminal crimp
issue is present replace the terminal using the special crimping pliers designed
for the GM terminals.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 57

4L60E/65E, 4L80E/85E
Multiple Codes Set
4.8L, 5.3L, 6.0L A pplications codes P1514, P1515,P1516, P1518
Some customers may comment that they have an SES light which is often
accompanied by a lack of power condition (Vehicle operating in the reduced power
mode and the reduced power light may have been on also). In many instances the
customer mistakes the lack of power condition with a possible transmission
problem as the transmission is no longer as responsive to throttle input as it was
prior the condition occurring. In addition, you will generally find a P1516 set. To
Set a P1516 the following conditions must occur:
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1. The TAC (Throttle Actuator Control) module detects that the desired and the
actual throttle positions are not within a calibrated range of each other. (Greater
than a 2 degree error in the amount the throttle was commanded to move and the
actual amount it moved)

2. Neither the PCM nor the TAC module can determine the actual throttle
position.

3. Both of the TP sensor values are invalid (Both have DTCs set). The above
conditions are met for more than 1 second.

© 2004 ATRA. All Rights Reserved

 58 GENERAL MOTORS

4L60E/65E, 4L80E/85E
Multiple Codes Set (continued)
4.8L, 5.3L, 6.0L A pplications codes P1514, P1515,P1516, P1518
In some instances you may find any/all of the following DTCs set:

P1514-TAC system Performance

P1515-TAC system Performance
P1516-TAC system Performance
P1518-TAC Module Serial Data Fault
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As with all other DTCs, this concern is usually intermittent. Prior to replacing
parts for this concern, make sure to check the vehicle’s battery and charging
system; Low battery voltage can result in the above DTCs setting. If battery and
charging system operations are okay inspect the APP system connections.

Check the TAC module connectors and the PCM connectors for proper pin
tension, proper terminal crimp and moisture intrusion into the connectors. In
addition, the plastic connector tab (TPA) may be missing, allowing for an
intermittent contact. If no problems are found, check the following grounds before
replacing any parts.

On C/K trucks inspect ground wire G103 (PCM) and G104 (TAC Module) for
corrosion and tightness. The G103 ground wire is located at the back of the
passenger side cylinder head on the block just above the bellhousing. The G104
ground wire is located at the back of the drivers side cylinder head on the block
just above the bellhousing. Some applications also utilize a G108 ground wire,
which is located on the lower driver’s side of the block.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 59

4L60E
2002 Trailblazer/Envoy 4.2L applications shift
concerns
Condition: Some T-truck applications may exhibit any or all of the following shift
related concerns
· Delayed downshifts
· 1-2 shift quality
· Cold start shift quality
· Cooling fan noise
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Cause/Correction: An updated calibration has been released to address the

above concerns. Several different calibrations have been released so be sure you
have the latest transmission calibration installed prior to attempting to repair any
of the concerns. The latest calibration addresses all of the issues in one
calibration load. Use your scan tool to identify the vehicles current software level.
Access the GM calibration web site (http://calid.gm.com) or (http://
calid.gm.com/vci/) to find if your vehicle has an updated calibration available

© 2004 ATRA. All Rights Reserved

 60 GENERAL MOTORS

4L60/65E
Updates
New 3/4 clutch plates
A running change is scheduled for the 3-4 clutches to improve clutch durability.
The 6.0L C/K truck and the N truck (H2 Hummer) are scheduled to receive the
updated design 7 plate packs for the 2004 model year. The updated clutch pack
will fit into the current input housing. The updated design is scheduled to be
implemented into other applications in 2005.

New parking pawl actuator

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A running change was implemented on October 10th 2003 for the 2004 model
year. The update is a new design park pawl actuator rod. The updated design
lessens the chance that the manual linkage (shifter) will get stuck in park.

New 5 pinion Corvette carrier

In 2004 all 5 pinion Corvette 4L65E carriers will receive two updates. The “bat
wing” washers used on all Corvette reaction carriers will be coated with PTFE
(Teflon) to increase the life of the carrier, when it is operated at high speeds. The
updated carriers will no longer use the oil dam on the end of the reaction carrier.
In addition, the carrier pins are no longer cross drilled.

New Reaction Sun Shell

An updated reaction sun shell went into production in December 2003 as a
running change for the 2004 model year. The shell update is designed to address
the spline strippage issue that has plagued the current design since the last
update was made. The new shell is made of 1020 steel and then carbon treated
for hardening. The updated shell can be identified by its dark color. The part
number remains the same.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 61

4L60/65E
Updates (continued)

New Pump
In an attempt to increase the pump output for high RPM operation, a major
change was implemented for the 4L60E/65E pumps at SOP 2004. The high
volume pump uses a redesigned pump body. The redesigned body contains an
offset slide and a smaller rotor. The updated design parts can be identified by the
dimples imprinted in the rotor and slide. The updated rotor will have two dimples,
one at each converter drive lug location. The updated slide will have a dimple on
the lug where the priming spring rides. The updated rotor and slide are not
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designed for use in the earlier design pump bodies as component interference
may occur. Although, the complete updated pump body (with the rotor, slide and
vanes) can be used for 1997 and later applications. The part number for the high
volume pump body assembly (includes rotor, vanes and slide) is 24230110. The
part numbers for the 5 different selective high volume rotor/vane kits are
24219538, 24219539, 24219540, 24219541 and 24219542. The pump cover part
number remains the same for all 1997 and later pumps.

A major change has occurred to the pump, case and the pump outer seal as a
running change in January 2004 for the 2004 model year. The pump outer seal
groove has been moved in the pump cover on the interim design (It was moved
1.6mm). As the design is fully implemented, the seal groove in the pump cover
will be eliminated. In addition, the chamfer in the front of the case has been
changed. The revised lead in bore in the front of the case is required for the new
seal design to operate correctly. The updated full circle compression style design
will seal as the bellhousing is tightened. The installation process has also
changed:

First the pump must be installed, followed by the seal and then the bellhousing.
All parts must be torqued to specifications as the seal relies on the proper clamp
load to function properly. There will be no back service for the updated seal, case
or pump with the previous designs. The updated full circle seal part number is
24226315.

© 2004 ATRA. All Rights Reserved

 62 GENERAL MOTORS

4L60/65E
Updates (continued)

New Pump (continued)

A running change implemented on December 15th 2003 for the 2004 model year
updated the pump priming springs used on the 4L60E/65E applications. The
two pump priming springs used on previous applications are being replaced by
the single “conical” shaped priming spring. The spring is the same part number
as the one used on the 5L40E application and can be used to back service pumps
used on 1997 and later models.
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New oil pan

A running change implemented on December 15th 2003 for the 2004 model year
updated the oil pan used on the 4L60E/65E applications. The drain plug has
been removed and an integral dipstick stop is molded into the pan design.. The
updated pan will back service previous year applications.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 63

4L60/65E
Updates PHT
PHT (Parallel Hybrid Truck)
The PHT (Parallel Hybrid Truck) will be introduced in March of 2004. This vehicle
operates on both gasoline and electric power. The new transmission will be a
highly modified 4L60E PHT (RPO M33). Several changes have occurred with the
M33 application, they include:

A new Bell housing - The updated bellhousing contains not only the torque
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converter but also the stator and rotor assembly. The Starter and the Alternator
have been replaced by the stator and rotor assembly. The PHT design
significantly improves fuel economy because the engine is shut off when the
vehicle is stationary unless the A/C or Defrosters are on. As the customer steps
on the accelerator pedal the vehicle will be driven by the electrical system until
such time that the computer deems it necessary to restart the engine.

© 2004 ATRA. All Rights Reserved

 64 GENERAL MOTORS

4L60/65E
Updates PHT (continued)

Secondary Electric Fluid Pump

A secondary electric fluid pump is mounted to the valve body area and will keep
the transmission operational even if the engine is not running. To diagnose the
pump and its circuit two new DTCs have been developed: P2796 and P2797.

Updated wiring harness

An updated internal wiring harness includes a connector for the secondary fluid
pump.
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“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 GENERAL MOTORS 65

4L60/65E
UpdatesPHT (continued)

New TFP Switch

TFP switches operate at a different tension ( For D2 switch) so the TFP switch
assembly is a different part number. One of the new functions for the TFP is to
determine if the secondary pump is running or not. The PHT TFP switch uses a
different color connector (White) for identification compared to the standard TFP
(Black)

New Checkball location

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A check ball has been added to the valve body for secondary pump operation. The
check ball will be called out as number 399 in the schematics.

New Input Shaft and Torque Converter

The input shaft and torque converter were updated to accommodate the PHT
changes.

“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 66 GENERAL MOTORS

H G M A uto Electronics AD
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© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 67

4L80E/85E/4L60E/65E/4T65E/
4T40E
Miss, Surge, Chuggle, Possible DTC’s
Condition: As you are well aware, an engine misfire is many times misconstrued
by the customer as a transmission problem. In many cases you will see misfire
DTC’s stored which are specific to the cylinder in question on OBD II applications
(IE; P0301=#1 cylinder, P0302=#2 cylinder) or a random misfire DTC such as
P0300 may be set.
Starting with the 1984 model year many GM vehicle applications started to
implement crank trigger ignition systems. Starting with the 1994 model year
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many of these systems made major software changes which led to additional
service requirements such as crankshaft relearn procedures. In addition, GM
software started to measure and display misfire counts so you could view misfire
per cylinder on your scan tool. Starting with 1999 model year many GM engine
applications started to implement a new design injector known as the “Multec II”
or “peanut injector”.
Cause/Correction: Two areas that are “commonly overlooked” when it comes to
misfire concerns on today’s vehicles are centered around the design of the Multec
injector and crankshaft sensor relearning procedures.
To isolate a misfire on an OBD II application, monitor the “current and history”
misfire accumulators with your scan tool. Typically you will see the misfire
accumulators incrementing upward when the misfire is present. From that
information you will generally be able to isolate it to a specific cylinder or
cylinders. Two areas to check on crank triggered Multec design applications is the
operation of the injector and the crank trigger circuit.
CRANK TRIGGER- Many times the problem with the misfire is not due to the
sensor itself ( exceptions are the 2001-04 8.1L truck engine and the Northstar
4.0L and 4.6L engines which commonly fail) but rather to the fact the sensor and
its hardware need to be relearned. Relearning is required when any of the
following occur:
PCM/ECM replaced/reprogrammed
Engine replaced
Sensor replaced
Front cover replaced (those that mount the sensor in the cover)
Crankshaft has been replaced

© 2004 ATRA. All Rights Reserved

 68 GENERAL MOTORS

4L80E/85E/4L60E/65E/4T65E/
4T40E
Miss, Surge, Chuggle, Possible DTC’s
It is a good practice to relearn the sensor anytime you have an actual or false
misfire condition. Many times the learned value seems to get “lost” and the
misfire condition will simply go away after the relearn has been done.
Relearning a crankshaft sensor is really quite simple. First, your scan tool must
be capable of conducting the relearn procedure. Secondly, simply follow the
directions on your scan tool to relearn the sensor.
MULTEC- As with other injector designs the Multec injector can be come
restricted and may require cleaning. To determine if the complaint is due to a
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restricted/dirty injector you can either run an injector balance test or simply
clean the injectors. GM has always contended that the most effective cleaner on
the market is “top engine cleaner” part # 12346535. Mix 10% top engine cleaner
with gasoline and place it into your injector cleaning equipment. Disable the fuel
pump and block the return line. Start the engine and allow it to operate on the
cleaning solution. Once the injectors are clean you should recommend the
customer run over the counter injector cleaner at regular intervals when he/she
fills with gas. The most effective products seem to be those that contain “TecRon”.
One other area to be aware of with the Multec design is the electrical connections
at the injector. We have seen several cases where a condition know as fretting is
starting to occur. Fretting is basically a tiny rubbing action (due to normal
vehicle vibrations) that occurs between two electrical surfaces or pins. This action
causes microscopic corrosion which leads to insulating oxidizing formations on
the terminals. This has a drastic effect on the current flow through the injector
leading to the misfire concern. You will not be able to see fretting with the naked
eye. Fretting is a common cause of intermittent misfire complaints. Another
source of concern with the Multec design is pin tension at the injector connector.
Since the terminals are so small on this design connector the female pins tend to
expand leading to a connection issue.
To address the injector issues check the terminal pin tension when ever a misfire
concern is present. If the terminal is enlarged you will need to either resize it or
replace the terminal. If fretting is suspected clean the terminals with “electric
circuit board cleaner” (NAPA CRC 091843). Once the terminals are clean, coat
the female terminals of all the injector connectors with dielectric compound (
GM# 12377900 or NAPA 765-1190)

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 69

4L80E
Servo Updates
Reverse engagement upgrade
1997 and later 4L80Es received an upgrade to the reverse-2nd accumulator to
improve the harsh reverse engagement concern. These parts may be interchanged
in earlier units as long as the entire assembly is used.

Part numbers:
1: Bolt (M8X1.25X20) 8676000
2: Rear Servo Cover 24202280
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3: Gasket 8675728
4: Clip 18015044
5: Rear Servo Piston 24202985
6: Piston Seal 8623430
7: Accumulator Assist Spring 24202987
8: Outer Seal
9: Rear Accumulator Piston-(includes seals) 24205250
10: Inner Seal
11: Spacer 24202986
12: Rear Servo Spring 8623666
13: Spring Retainer 862366414
14: Rear Band Apply Pin (3.303") 24202577
(3.331") 24202580
(3.359") 24202578
(3.387") 24202581
(3.415") 24202579
(3.443") 24202582
(3.471") 24202583
15: Accumulator Spring 8655843

© 2004 ATRA. All Rights Reserved

 70 GENERAL MOTORS

4L80E
Servo Updates (continued)
New design supercedes all previous 4L80E servos

The new servo assembly has a beveled cover and requires assembly when
purchased.
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Beveled Cover
and Piston

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 71

4L80E/80HD
No Upshift (continued)
6.5L Diesel No upshift at TP values greater than 50%
Some 1992 and later 6.5L diesel applications with a mechanical diesel injection
pump (Engine VIN F) may exhibit some upshift related concerns. Typically, the
vehicle will not upshift to 2nd gear when TP values are above 60% or to 3rd gear
when TP values exceed 50%.

In addition, other concerns may be regarding the amount of power and RPM the
engine can produce. In most instances, if the customer is questioned correctly
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prior to you working on the vehicle, the service advisor will discover recent repairs
have been performed.

The basics need to be performed prior to replacing parts for this condition, these
include:

1. Lift pump pressure (Spec 5-9 Psi)

2. Lift Pump Volume (Spec ½ pint in 15 seconds)

3. Check the fuel filter for water or restrictions

4. Check the air intake for restrictions

5. Check the Exhaust for restrictions

6. Compression (Spec 380 Psi minimum, and even between cylinders)

7. TP sensor operation and adjustment is correct

8. Turbo Operating correctly (2 PSI boost minimum during snap

acceleration)

© 2004 ATRA. All Rights Reserved

 72 GENERAL MOTORS

4L80E/80HD
No Upshift (continued)
6.5L Diesel: No upshift at TP values greater than 50%
If all of the previous checks are okay or if the injector pump has been recently
replaced, the most likely cause of the concern is that the wrong part number
injector pump was installed, or the pump advance is too low. If the wrong pump
was installed, its governor setting may limit the maximum engine rpm to
something less than the vehicle was designed for. If this condition occurs the
customer will increase the throttle opening in an attempt to increase acceleration.
This action causes the upshifts to be delayed.
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If the pump is determined to be the cause it will need to be replaced or repaired.

“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 GENERAL MOTORS 73

4L80E
Slip Codes

1999 and later 4L80E applications may exhibit excessive TCC slip and in many
instances may have a slip related DTC set.

As with other applications several areas can cause the excessive slip condition.
One of the most common causes on late model applications is cracks forming on
the TCC apply plate. If the typical causes for the condition fail to address the root
cause of the condition, replace the torque converter.
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Note the crack forming along

the radius of the pressure plate

“Photo courtesy of Precision Torque Converters of New Hampton”

© 2004 ATRA. All Rights Reserved

 74 GENERAL MOTORS

4L80E
Slips, Flares When Shifting Into 3rd Gear,
Damaged Direct Clutches
Slips, flares, delayed shift into 3rd gear, or burned direct clutches. In many cases
this condition is temperature related. The problem typically improves if line
pressure is elevated. In most instances you will be able to see the extended shift
time on the scan tool by noting the “shift time error” parameter. If you look at the
shift adapt values you will typically see evidence that the PCM is trying to correct
for the condition.
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Several common areas should be looked at for this concern, they include:

1. Pinched rings on the center support. If this condition is present the ring
will stick in the groove preventing it from sealing properly

2. Improper loading of the center support assembly during overhaul (not

preloading the support correctly) or reusing the center support bolt

3. Direct clutch seals damaged

4. Distorted/undersized 3rd accumulator piston seals. (Usually the condition

will be worse cold and improve as the transmission warms up)

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 75

4L80E
Slips, Flares When Shifting Into 3rd Gear,
Damaged Direct Clutches (continued)

Updated seal/piston/pin design is available for the 3rd and 4th accumulators under
the following part numbers:

1. Accumulator piston kit - This kit includes the seals for both pistons,
piston seals and 4th accumulator pin and is sold under GM part
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number 24206749

2. The 3rd and 4th large seals are available separately under GM part
number 08661647

3. The small seal for the 3rd accumulator (most common cause) is
available under GM part number 08661639

Part#
24206749

© 2004 ATRA. All Rights Reserved

 76 GENERAL MOTORS

4L80E/85E
Updates 2004
An updated PCS. As with the 4L60E/65E application all 2004 4L80E/85E
transmissions will use the Borg Warner design PCS. This update was done for
durability reasons. The updated PCS is not recommended for earlier applications
as valve spring changes were also implemented to allow solenoid to be used. It
should be noted that the connector for the solenoid will not plug into the previous
design harness.

An updated magnet was introduced. The Borg Warner PCS is very sensitive to
fine metal (Ferrous) debris. As a safe guard the updated pan magnet was
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installed. It is actually the older style round design magnet seen in GM

applications for many years.

Part # 24224905

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 77

4L80E/85E
Updates 2004

An updated internal transmission harness. The harness was redesigned to

accommodate the updated PCS. In addition as a running change the material the
wire insulation is made of will change from a fluropolymer to a cross link
polyester. The material change is designed to improve the durability of the
harness as it is a more heat resistant material.

An oil pan update is planned for applications built after December 2003. The
updated pan will eliminate the drain plug on most applications and it will include
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a dipstick stop. The updated pan can be used to back service previous model
years.

4th clutch backing plate was updated.

The Forward clutch drum bushing material and machining process are scheduled
as a running change for the 2004 model year. The updated bushing will be
coated with PTFE to prevent galling. In addition, the machining process, finish
and clearances for the bushing will also change. This update is planned because
of durability concerns with the bushing.

© 2004 ATRA. All Rights Reserved

 78 GENERAL MOTORS

5L40E
No Reverse

A No Reverse condition can be caused by the TCC solenoid not functioning

correctly. Reverse oil flows through the TCC Solenoid. An internal fault can cause
the solenoid to exhaust the reverse oil.
The vehicles affected are: 2003 Cadillac CTS built prior to May 2003 built prior to
Transmission serial number 849522 (February 10, 2003)
1. Raise and support the vehicle.
2. Remove the transmission fluid drain plug.
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NOTE: If the transmission is already burnt, remove and repair

transmission.

NOTE: If the transmission fluid is “normal” color and no burnt

odor, continue with the next step of replacing the TCC solenoid.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 79

5L40E
No Reverse (continued)
Remove and inspect the TCC solenoid from the transmission. The plastic
connector may be labeled “2690”. The “2690” TCC PWM solenoid is the suspect
solenoid and should NOT BE REUSED. The new TCC PWM solenoid, P/N
96042599, is labeled “7792” and should be the ONLY solenoid used.
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PCS Solenoid

TCC Solenoid

Solenoid Retainer
Part Number
96042599 TCC PWM Solenoid

“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 80 GENERAL MOTORS

LCT 1000
PRNDL Flashes, Default A ctions Present
CONDITION: As was covered in previous seminar manuals, an updated PRNDL
switch is available for the LCT 1000. The updated switch is more resistant to
moisture intrusion making it more reliable. A faulty PRNDL switch can set
several DTC’s. Many of the DTC’s have default actions that can range in severity
from turning on the MIL to preventing the vehicle from moving. One of the
concerns with the 2001-02 design software is that it may leave the customer
stranded when a PRNDL DTC is set even though the system could operate
without a PRNDL switch.
ProCarManuals.com

CAUSE/CORRECTION: After the updated PRNDL switch has been installed you
and your customer may want to consider updating the vehicle software. An
updated calibration is now available that will prevent the default actions the TCM
normally assigns for a PRNDL switch DTC from being implemented for up to 50
warm up cycles. In other words, when the updated software is installed, the
switch would need to fail 50 times before most of the default actions would occur.
One exception to this is the MIL which will still be illuminated when a PRNDL
DTC is set. The updated software will allow the customer ample time to get the
vehicle in for service.
Refer to (http://calid.gm.com) or (http://calid.gm.com/vci/) for calibration
information on this issue.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 81

LCT 1000
Known Wiring Concerns
CONDITION: Several areas have come to light that may cause multiple/various
DTC’s to set, default actions to occur, neutral only conditions, a flashing PRNDL
display as well as several other symptoms.

CAUSE/CORRECTION: If you get an Allison LCT 1000 with any type of “strange”
operation or you find electrical related DTC’s inspect the following areas:

1. Power Steering Return Line Clamp- Chaffs the TCM harness on the
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clamp in the reservoir area.

2. Body Pinch Weld- Chaffs the harness coming from the transmission in
the bellhousing, body area.
3. Transmission Pass Thru Connector- Chaffs the harness on the exhaust
hanger bracket. In addition this connector is very difficult to plug into
the transmission so in many cases it is not fully seated. Make sure the
plug in is fully seated.
4. TCM Cover- Chaffs the harness at the TCM connector area. Many
times the wiring will be wedged under the cover.
5. Valve Body- Chaffs the harness on the valve body
6. TCM connectors not fully seated
7. Ground G103 (Gas) G105 and G105 (Diesel) and G110 may be loose or
corroded.
8. If a problem with the wiring is found, repair the concern and reposition
the wiring if needed.

NOTE:
It should also be noted when you are looking for wiring problems or when you
are checking voltage/resistance values on the wiring, circuit 1020 connector C1
terminal 2 and 4 made a change at the start of production for the 2003 model
year. 2001/02 models had a wire in the terminal number 2 position. 2003/04
applications “DO NOT” have a wire in the number 2 cavity although it may be
shown in the service manual wiring schematic.

© 2004 ATRA. All Rights Reserved

 82 GENERAL MOTORS

LCT 1000
Pump Noise
Many Allison LCT 1000 owners comment regarding the amount of pump noise
that is present with their Allison applications. It should be noted that some
pump noise is considered “NORMAL” by Allison. Please make certain you and
your customer have watched the “Video Tape” provided to the customer by GM. In
addition, make sure you compare the complaint vehicle with other like vehicles
prior to attempting to repair this condition. If the complaint vehicle is deemed
“ABNORMAL” proceed with the repair.
Cause/Correction: Several items can lead to excessive pump noise, they include:
ProCarManuals.com

Restricted filters - The LCT 1000 uses two filters, one is a spin-on design while
the other is similar to other GM applications. Both filters have undergone
updates. The spin-on filter seal material was changed to improve its elasticity in
cold temperatures.
The suction filter was also updated by:

1. Making the body wider to increase the flow area.

2. The filter material was changed to improve the filtration rate while reducing
the amount of contamination that the control main filter would need to
control
3. A cold temperature bypass was added with a “screen over bypass”
incorporated to prevent large debris from entering the pump during
bypass operation

“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 GENERAL MOTORS 83

LCT 1000
Pump Noise (continued)

The updated filters went into production on 2002 models with build dates greater
than 6310122178 (Indianapolis) and 6320028313 ( Baltimore) The updated GM
and Allison part numbers are 29537965 (Shallow pan) 29537966 (Deep pan)
NOTE: It is common for DTC P0701(Transmission Control System Performance) to
set during a fluid/filter service. If the DTC sets, clear the codes before returning it
to the customer.
ProCarManuals.com

The updated GM and

Allison part number is
29539579

29537966 (Deep pan) 29537965 (Shallow pan)

“Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service
and Parts Operation” under License Agreement #10228
© 2004 ATRA. All Rights Reserved
 84 GENERAL MOTORS

LCT 1000
Pump Noise (continued)

The pump may have excessive wear. Several pumps have been found to have
opposite corner wear leading to very excessive pump noise (See Illustration)
Visually inspect the pump, measure the pump for wear as outlined in the service
manual. If the pump is worn replace the pump or the damaged parts. Several
updates have been made to the pump, housing gasket and pump wear plate.

These updates were done to improve pump prime time, reduce low speed pump
noise and improve idle cooling. The new parts were implemented from build
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dates 6310144856 (Indianapolis) 6320047965 (Baltimore) transmissions.

The updated pump is available under GM and Allison part number 29539580.
The updated pump eliminated the two finger slots, cast into the body of the
pump. In addition, the position of the crescent was also offset. It can be identified
by the updated casting number 29539852 stamped into the body of the pump.
The updated pump wear plate. Allison part number 29539616 added a metering
groove in the pumping chamber area. The updated housing gasket (GM and
Allison part number 29540130) eliminated two pressure slots in the pump area
and strengthened the gasket by adding material to the gasket, in the pump area.
The updated parts will back service the previous applications if used as a complete
package.

NOTE: Always double check the part numbers before ordering. Numerous
updates have occurred with many of the part numbers. GM is adding Allison part
numbers as a common practice, so check the Allison part number with your local
GM suppliers. You may find the part now available from your local GM source.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 85

LCT 1000
Pump Noise (continued)

The converter bushing and

the torque converter hub dimen-
sions should be checked.
ProCarManuals.com

GM and Allison part

number 29539580

© 2004 ATRA. All Rights Reserved

 86 GENERAL MOTORS

LCT 1000
Delayed/Lack of Engagement Forward and
Reverse
2001-03(RPO M74)
Several different scenarios may be described by the customer including:
MIL on delayed engagement forward/reverse after the vehicle has been left sitting
for as little as 10 minutes (severe cases) to as much as several days before the
condition will occur. The delayed engagement may last anywhere from a few
seconds to several minutes. The customer may also comment that the
transmission appears to be slipping after a cold start.
ProCarManuals.com

No engagement, forward or reverse, 0 psi line pressure, pump will not prime
unless the engine speed is raised to at least 1400 RPM. As the engine speed is
raised the line pressure will normalize and the engagement problem will no
longer be present. This type of condition can occur after the vehicle has been left
sitting for as little as 10 minutes with the engine off. Once the line pressure
normalizes, the condition will not occur again unless the engine is shut off again.

Any combination of the following PSM DTCs:

P0701-Transmission Control System Performance
P0708-Transmssion Range Sensor Circuit High
P0840-Pressure Control Switch Solenoid C Circuit
P0841-Pressure Control Switch Solenoid C Circuit Stuck Open
P0843-Pressure Control Switch Solenoid C Circuit High
P0845-Pressure Control Switch Solenoid D Circuit
P0846-Pressure Control Switch Solenoid D Circuit Stuck Open
P0848-Pressure Control Switch Solenoid D Circuit High
P0870-Pressure Control Switch Solenoid E Circuit
P0871-Pressure Control Switch Solenoid E Circuit Stuck Open
P0875-Pressure Control Switch Solenoid E Circuit High
P1709-Pressure Control Switch Solenoid E Circuit
P1710-Pressure Control Switch Solenoid E Circuit Stuck Open
P1713-Pressure Control Switch Solenoid E Circuit High

When reviewing the freeze frame information, you will generally note that the
DTCs were set within 30 seconds of engine run time.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 87

LCT 1000
Delayed/Lack of Engagement Forward and
Reverse (continued)
2001-03(RPO M74)
The torque converter may be draining back. This allows air into the cooler circuit
which then migrates to the suction side of the pump, leading to cavitation and
loss of prime. The most common cause is the lube regulator valve or the torque
converter relief valve is sticking. Both valves are located in the front support
assembly. Make sure the valves are clean and free, then install the updated
springs for both valves. The updated springs are designed to eliminate valve
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sticking as an issue. The updated lube regulator valve spring tension was
increased to attain 40 Psi of lube pressure. This allows air to be purged through
the lube circuit rather than though the pump suction circuit. The updated
springs were implemented into production after transmission build date break
points S/N 6310234829 (Indianapolis) S/N 6320154492 (Baltimore).
The springs are available under separate part numbers from GM and Allison. The
part numbers are as follows:
Converter Relief Spring- #29541296
Lube Regulator Spring- #29540523
GM Kit- #88996718 major gasket and parts kit

NOTE: It should be noted that the lube regulator valve is available in two different
designs. They are interchangeable. The change reduced the leading edge
diameter of the valve land to lessen bore damage and sticking concerns

NEW
Converter Relief Lube Regulator
Valve 1.766” Valve 1.237”

© 2004 ATRA. All Rights Reserved

 88 GENERAL MOTORS

LCT 1000
Clutch Failure After repair
During repairs on the LCT 1000 it is common for technicians to clean and inspect
the various valves and springs. One area that has been a concern with this unit is
intermixing springs as they sometimes appear to be the same. Even though the
springs may appear to be the same in size and shape they may not be. If the
“exhaust backfill” spring is intermixed with the “Trim solenoid” gain spring clutch
failure will occur as the back fill pressure will be high enough to keep the clutch
partially applied.

CAUSE/CORRECTION: In an attempt to limit the chances of this type of failure

from occurring in your shop always keep the springs separated and in the correct
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positions on your work bench as perform repairs on the hydraulic system. To

help identify the exhaust back fill springs they have now been color coded. The
color codes are as follows:
1. NO COLOR- Introduced 6/99
2. Orange stripe- Introduced 7/00
3. Light green stripe- Introduced 7/01
4. Solid Green- Introduced 9/01

Exhaust
Backfill
Valve

Trim
Solenoid
Spring

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 89

LCT 1000
P0731 SET
Some Allison LCT 1000 applications may set an intermittent or hard DTC P0731.
In addition the default actions for the DTC may be present even if the problem is
not currently present. PO731 will set if:
1. Engine running
2. Output speed exceeds 200 RPM
3. Turbine speed is present
4. DTC’s P0708, P0875, P0876, P0721, P0722, P0716, P0717 are not
present
5. 1st gear is commanded by the TCM
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6. The calculated gear ratio is higher/lower than 3.10

7. The above concern is present for longer than 20 seconds

If a P0731 is set the TCM will:

1. Default to 2nd or 5th gear
2. When the shifter is moved to reverse the transmission may lock into
neutral and the PRNDL may flash
3. MIL ON
4. Shift adapts frozen
5. TCC inhibited

Cause/Correction: Several different areas may cause this DTC to set, they
include:
1. Incorrect TCM software calibration
2. Hydraulic or mechanical problems with the C1 or C5 Clutch ( Do a
clutch test) ( C1 clutch has had apply issues on 01-03 models)
3. Solenoid failure ( Trim A)
4. Trim Valve sticking
5. Poor connection at the Transmission pass through connector ( Common)
6. Erratic VSS or Turbine sensor values ( a common cause is terminal 15,
connector C2, circuit 821 not seated properly at the TCM connector)

© 2004 ATRA. All Rights Reserved

 90 GENERAL MOTORS

LCT 1000
P0731 SET
Cause/Correction: Several different areas may cause this DTC to set, they
include:
1. Incorrect TCM software calibration
2. Hydraulic or mechanical problems with the C1 or C5 Clutch ( Do a
clutch test) ( C1 clutch has had apply issues on 01-03 models)
3. Solenoid failure ( Trim A)
4. Trim Valve sticking
5. Poor connection at the Transmission pass through connector ( Common)
ProCarManuals.com

6. Erratic VSS or Turbine sensor values ( a common cause is terminal 15,

connector C2, circuit 821 not seated properly at the TCM connector)

Trim
Solenoid A

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 91

LCT 1000
Shift Concerns, Possible DTC’s Set
Some 2001-2002 Allison LCT 1000 transmissions may exhibit any/all of the
following concerns:
• Excessively hard shifts when cold (Firm shifts are normal)
• Delayed 2-1 downshifts when coming to a stop
• Shift busyness
• Flare/bump during low speed coast down conditions when the throttle is
reapplied
ProCarManuals.com

In addition the technician may find one or more of the following DTC’s set:
• P0708
• P0847
• P0872
• P0875
• P1711
• P1713

Cause/Correction: A recalibration is available to address the above concerns.

Visit the GM calibration web site to see if it is available for you particular
application. ( http://calid.gm.com) or (http://calid.gm.com/vci/)

© 2004 ATRA. All Rights Reserved

 92 GENERAL MOTORS

LCT 1000
Lack Of Scan Tool Communication
Applications equipped with the LCT 1000 transmission may experience any or all
of the following conditions:

1. Your scan tool is unable to communicate with the TCM

2. TCCM DTCs may be set

3. ABS failure, erraitc operation

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4. The Transmission may not operate properly (failsafe)

The condition may be caused by a bad ground. Check the G110 Ground wire
which is located on the driver’s side front body mount frame bracket. Clean the
frame contact area, the ground wire, and install a star washer before tightening
the ground.

If the condition is still present, check and clean the G102 ground wire (6.6 L-
Duramax) which is located on the lower RH passenger side corner of the engine
block. On 8.1 L gas applications check/clean the G103 ground wire which is
located on the passenger side cylinder head at the back corner.

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 93

LCT 1000
Valve Body Identification
Shift Valve Body Assembly

The LCT 1000 valve body does not have as much wear as you may expect due to
the nature of the unit. The valves are only used to switch the fluid and not used to
regulate.
ProCarManuals.com

5
1

ID Description
1 SSC ON/OFF
2 Manual Valve
3 D Shift Valve and Spring
4 E Shift Valve and Spring
5 C Shift Valve and Spring
6 Control Main Valve
7 Shift Valve Body

© 2004 ATRA. All Rights Reserved

 94 GENERAL MOTORS

LCT 1000
Valve Body Identification (continued)
Main Valve Body Assembly

10

1
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2
3
4
9

8
5

6 7

ID Decription
1 F Trim Solenoid PWM
2 D Solenoid ON/OFF
3 E Solenoid ON/OFF
4 B Trim Solenoid PWM
5 A Trim Solenoid PWM
6 Accumulator Plug and Spring for Trim Solenoid B
7 Accumulator Plug and Spring for Trim Solenoid A
8 Control Relief Valve
9 Exhaust Backfill Valve
10 Main Valve Body

© 2004 ATRA. All Rights Reserved

 GENERAL MOTORS 95

LCT 1000
Valve Body Identification (continued)
Main Valve Body Assembly
ProCarManuals.com

1
2

ID Description Resistance
1 F Trim Solenoid PWM 11.0 ohms
2 D Shift Solenoid ON/OFF 22.0 ohms
3 E Shift Solenoid ON/OFF 22.0 ohms
4 B Trim Solenoid PWM 5.9 ohms
5 A Trim Solenoid PWM 5.9 ohms

© 2004 ATRA. All Rights Reserved

 96 GENERAL MOTORS

LCT 1000
Valve Body Identification (continued)
Shift Valve Body Assembly
ProCarManuals.com

ID Description Resistance
1 C Shift Solenoid ON/OFF 22.0 ohms

© 2004 ATRA. All Rights Reserved

 Some people take their rebuilds...
ProCarManuals.com

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 FORD 99

FORD Contents
All 5R55N/W/S
Flexplate Failures .................. 103 Multiple Solenoid codes. ........ 132

GM and Ford EPC Chart ........ 104 No 4th and No 5th .................. 133

Ford Cylinder Solenoid Failure ..................... 134

Contribution Test .................. 105
Solenoid ID ............................ 135
Ford Diesel Injector Test ........ 106
Air Checking .......................... 137
Ford Parameter ID ................. 107
ProCarManuals.com

Delayed Engagement.............. 138

FORD 4X4
ESOF 4X4 System Diagnosis . 110 No and/or Slow
Engagement ........................... 139
AX4S
No Movement ........................ 116 E4OD
Fail Safe with No Codes .......... 143
No Rear Lube Tube ................ 119
4R100
Valve Body Interchange ......... 121 Bypass Tube ........................... 144

AX4S/AX4N
EPC Solenoid Interchange ..... 129 TORQSHIFT
Lack of Power ......................... 145
AX4N
Delayed Engagements ........... 130

© 2004 ATRA. All Rights Reserved

 100 FORD

Phoenix Reman Trans

ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 E4OD
SURE LOCK OD PISTON
SPIRAL S N A P RING
KEEPS OVERDRIVE PISTO N
RETAINING RING FROM
AX4N POPPING OUT OF GROOVE E4OD
BYPASS CLUTCH CONTROL P U M P GEARS
SLEEVE & PLUNGER KIT FIXES LOW LINE PRESSURE,
FIXES NO TCC APPLY EXCESSIVE PUMP NOISE
& CODE 628

36744-01

96206-03K 36438AX-01K
AXODE
BYPASS CLUTCH CCONTROL
SLEEVE AND PLUNGER VALV E
4R100 E4OD
F R O N T LUBE
DRAINBACK VALV E
ProCarManuals.com

FIXES NO TCC APPLY O R H E AV Y D U T Y TRANSMISSION FIXES OVERDRIVE PLANETA RY

CODE 628, 741 FAILURE
RECONDITIONING KIT

FIXES:
CODE 62
HARSH 1-2
TCC FAILURE
96206-01K 36425-01K
POOR LINE RISE
DELAYED REVERSE
LOOSE OD RETAINING RING
CLUTCH & BAND FAILURE
AXO D & E WRONG GEAR STA RTS
E4OD
REVERSE BOOST VALVE LINE-TO-LUBE
& SLEEVE POOR 2-3, 3-4 SHIFTS PRESSURE REGULATOR VALV E
FIXES 1-2 OR 2-3 EXCESSIVE ENDPLAY FIXES CONVERTER OVERHEAT,
FLARE SHIFTS OD LUBE FAILURE

96201-01K Part No. SC-4R100HD 36424-04K

Patent Pending
AODE AXODE
OVERDRIVE SERVO PIN F O RW ARD CONTROL VALV E
FIXES OVERDRIVE BAND OR FOR- FIXES NEUTRALS AFTER
W ARD CLUTCH FAILURE SHIFT TO OVERDRIVE

4R44E
B O O S T VALVE KIT
FIXES SOFT SHIFTS, DELAY E D
REVERSE

96201-16K &
76833E 96206-07K

37947-01K NOTE: Many of these parts fit other applications also

' 2004 SONNAX

AUTO M ATIC DRIVE P.O. BOX 440 BELLOWS FALLS, VT 05101

802-463-9722 800-843-2600 fax: 802-463-4059
w w w.sonnax.com [email protected]
 102 FORD

A&P
Transmission
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Parts

© 2004 ATRA. All Rights Reserved

 FORD 103

All
Flexplate Failures
Diagnosing Flexplate Failures
Flexplate cracking on various, engine applications are common. The cracking on
these flexplates can be seen either around the crankshaft or torque convert bolt
hole patterns. In severe situations, the outer portion is completely separated from
the mounting areas.

The following causes for cracked flexplate failures:

1) Out of balance engine or torque converter.

ProCarManuals.com

2) Bad starter drive can cause teeth or ring gear to wear rapidly or break off.
Teeth can also break when engine is running and starter is engaged.

3) Failure to torque the flexplate bolts to proper specifications and in proper

sequence.

4) Some applications may require starter shims to be used. If these shims are
not used when the starter is installed, improper alignment could occur and
damage to the flywheel will result.

5) Poor quality parts.

6) Missing Dowel pins.

© 2004 ATRA. All Rights Reserved

 104 FORD

GM & Ford Transmissions

Electronic Pressure Controlled
1) Connect a 0-400 psi gauge to the main line test port.
2) Set the parking brake firmly.
3) Start the vehicle and place the selector in the overdrive position and record
the pressure reading at idle.
4) Place your left foot firmly on the brake pedal and with your right foot press
accelerator pedal fully and record the pressure.
5) Follow steps 3 & 4 in reverse position.

Compare your results to the chart below if your readings are not within specs.
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You will need to correct the problem before the vehicle is put into service.

Caution – Do not exceed more than 3 seconds on stall test!

Ford
Trans In OD at Idle In OD at Stall In R at Idle In R at Stall
AXODE/AX4N 45-85 175-220 50-80 260-320
AODE/4R70W 50-80 160-210 80-120 260-320
E4OD/4R100 50-70 160-190 80-110 240-310
4R55E 65-100 190-250 110-165 235-350
CD4E 45-70 160-185 65-80 250-300

General Motors
Trans In OD at Idle In OD at Stall In R at Idle In R at Stall
4L30E 45-55 145-170 55-70 185-215
4L60E 50-65 160-190 55-70 290-340
4L80E 50-70 150-190 55-75 260-300
4T65E 55-75 190-220 70-85 240-300
4T80E 50-70 230-250 80-95 270-310

These are approximate specifications.

© 2004 ATRA. All Rights Reserved

 FORD 105

Ford
Cylinder Contribution Test
7.3L Diesel Cylinder Contribution Self Test
The Cylinder Contribution Self Test is a functional test of the PCM performed
Ondemand with the engine running, A/C off and engine oil temperature above
70°F.

This test will determine if all cylinders are contributing equally to engine perfor-
mance. The PCM will test all 8 cylinders continuously during the test: The test
checks for cylinder-to-cylinder changes in engine rpm, and sets a code if the rpm
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change is not within a pre-calibrated range.

This test checks for weak injectors or low compression cylinders. A fault must be
present at the time of testing for the KOER Cylinder Contribution Self Test to
detect a fault, so the engine operating condition at which the idle is the worst will
produce the best test results. For automatic transmission vehicles, the best re-
sults are reached with the parking brake set and the transmission in DRIVE. If a
fault is detected, a Diagnostic Trouble Code (DTC) will be output on the data link
at the end of the test when requested by a scan tool. Only a hard fault code (DTC)
will be displayed.

© 2004 ATRA. All Rights Reserved

 106 FORD

Ford
Injector Test
7.3L Diesel Injector Electrical Self Test

Injector Electrical Self Test is a functional test of the PCM performed on demand
with the key on and the engine off.

This test determines if the injector circuits and solenoids are electrically
operating without fault. All injectors will first buzz (audible feedback of the
injector solenoids energizing the injector valves) together for approximately 2
seconds, then each injector will buzz for approximately 1 second in numerical
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order (1 through 8).

The IDM (Injector Driver Module) stores all historical IDM fault codes; to ensure
that the DTC is a hard fault, you must first clear continuous DTCs (be sure to
record all IDM fault codes before clearing). After clearing, re-run self test; a fault
must be present at the time of testing for the KOEO Injector Electrical Self Test to
detect the fault. If a fault is detected, a Diagnostic Trouble Code (DTC) will be the
output on the data link at the end of the test when requested by a scan tool. Only
a hard fault code (DTC) will be displayed.

© 2004 ATRA. All Rights Reserved

 FORD 107

Ford
Parameter Identifications and Description
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© 2004 ATRA. All Rights Reserved

 108 FORD

Ford
Parameter Identifications and Description
(continued)
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© 2004 ATRA. All Rights Reserved

 FORD 109

Ford
Parameter Identifications and Description
(continued)
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© 2004 ATRA. All Rights Reserved

 110 FORD

Ford 4X4
(ESOF) Electronic Shift On the Fly (continued)
Stuck in 4X4, Erratic 4X4 Operation
Vehicles bewtween the years of 1995-1999 exhibiting inadvertent 4X4 Hi or Low
shift events, 4X4 and/or Low Range indicator flashing or solid or vehicle stuck in
4L after uncommanded shift may be caused by the 4X4 shift motor.

Install a YL1Z-7G360-AA shift motor on vehicles built before 12/99. The YL1Z-
7G360-AA shift motor with a grey contact plate cover replaces the prior design
F75Z-7G360-AA motor with a blue contact plate cover. Grey-cover shift motors
contain improved sense plate material and shift motor terminal upgrades. For
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vehicles already equipped with the latest style shift motor, refer to the following
service procedure for details.
Uncommanded Shift to 4L
Parking Maneuvers/Gear Lever Transitions: Symptoms noted during a lower
speed uncommanded shift to 4L event include:
1. Front end binding or hopping while turning
2. Bind feel in drivetrain when backing up and/or turning
3. Audible clunking or grinding noises, and/or
4. Amber low range light illuminated
If the Generic Electronic Module (GEM) receives a false mode switch input during
or shortly after the Digital Transmission Range Sensor (DTR) indicates a Neutral
range, an uncommanded shift is possible if remaining 4L pre-conditions are met.
The pre-conditions (besides transmission in neutral range) include: service brake
depressed, and vehicle speed less than 3 mph. A false switch input may also set a
P1812 (4-wheel drive mode select circuit failure) or P1815 (4-wheel drive mode
select short circuit to ground) DTC in the GEM.

Check mode switch circuits 682 (dark blue) for short to power and 780 (dark blue
wire) for ground short, loose connections at inline connectors, and chafes.

Monitor the mode switch “Parameter Identification Display” (PID) 4WD_SW for
false readings while slightly pushing in and wiggling the mode switch knob.

© 2004 ATRA. All Rights Reserved

 FORD 111

Ford 4X4
(ESOF) Electronic Shift On the Fly (continued)
Uncommanded Shift to 4X4 High (continued)
Replace the mode switch if it fails testing, or repair wiring on circuits 682 or 780
if fault indicated. If the tests pass, inspect the build date stamped on the GEM
and replace the GEM if the GEM is built prior to 9/98.
Test drive the vehicle for proper 4X4 operation in all modes. Include parking lot
maneuvers and transmission gear range lever transitions. Check for DTCs in the
GEM. Clear any codes present and cycle ignition.
Road Speed: Reported symptoms for a higher speed uncommanded shift to
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4L event include:

1. Rapid deceleration
2. High engine reving possibly accompanied by a P1270 DTC in the PCM
3. Clunk/grind noise
4. Speedometer may spike higher than actual speed.
5. After the initial event, the vehicle may exhibit restricted vehicle top speed
without 4X4 indicators illuminated but possible MIL (Malfunction Indictor
Lamp) on.

Monitor contact plate A,B,C,D PIDS. (sequentially read starting with plate A
then B, then C, finally D). With Mode Switch in;
1. A4WD, plate PIDS should read “OCOO”
2. 4H PIDS should read “COOC”
3. 4L PIDS should read “COCO”

If contact plate PIDS DO NOT correspond to the set 4WD position, check for conti-
nuity/shorts/moisture/corrosion in the vehicle side of the transfer case shift
motor connector (toward the GEM). Visually inspect all terminals, pins, crimps,
and connectors closely. Repair any wiring conditions in the contact plate circuits
as necessary.

Road test at speeds above 10 mph with mode switch in both A4WD and 4H to see
if the condition returns. Clear DTCs from GEM (even if no DTCs exist) and cycle
the ignition. Clear DTCs from the PCM if a P1270 (engine RPM or vehicle speed
limiter reached) code was initially present.

© 2004 ATRA. All Rights Reserved

 112 FORD

Ford 4X4
(ESOF) Electronic Shift On the Fly (continued)
Uncommanded Shift to 4X4 High (continued)

1. Autolock Strategy (Expedition/Navigator Vehicles Only):

Uncommanded 4H shifts with red 4X4 light on “solid” while driving in Automatic
Mode may be a vehicle characteristic if driven off-road or under slippery condi-
tions.
The GEM Autolock strategy commands the transfer case clutch to minimum duty
cycle and engages 4H (with mode switch still set to A4WD) to prevent continuous
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cycling from prematurely wearing the clutch. This is design intent. Excessive tire
circumference variations or axles with unmatched gear ratios can result in unex-
pected Autolock function as well. For more detail check the speed sensor section
below.
Once the condition that caused the Autolock strategy to activate is no longer
present, the system stays in 4H until the operator cycles the ignition key or sets
the mode switch to 4H then back to A4WD.

2.Transfer Case Speed Sensors (Expedition/Navigator Vehicles Only):

If an uncommanded shift to 4H occurs on hi-traction surfaces, check the TRA_FSP

(T-case front speed sensor) and TRA_RSP (T-case rear speed sensor) PIDS for
excessive speed sensor variation between the front and rear transfer case speed
sensors.
If the PIDS show sensor inputs are not within 1-2 mph of each other during
steady-state driving with possible DTCs P1836 (T-Case front speed sensor) /P1837
(T-Case rear speed sensor), first verify tire pressures, sizes, circumference within
1/4" among all four tires, and front and rear axle gear ratios for matching.
If the ratios match and tire sizes are okay, check associated circuits and replace
the speed sensor(s) or repair the wiring as necessary.
After any repairs, road test while comparing scanner GEM PIDS TRA_FSP and
TRA_RSP to PCM VSS signal. Verify all three PIDS match each other within 1-2
mph.

© 2004 ATRA. All Rights Reserved

 FORD 113

Ford 4X4
(ESOF) Electronic Shift On the Fly (continued)
Uncommanded Shift to 4X4 High (continued)

A false mode switch input on circuits 682 and/or 780 (dark blue wire) could be
interpreted by the GEM as operator requesting a 4H shift. Under this condition,
the GEM will command shift motor movements to match the false switch input.
The red 4X4 indicator light will illuminate just as if the operator moved the
switch. If the condition became intermittent, the 4X4 range and also the indica-
tors could switch back and forth between A4WD/2H and 4H.
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Check the mode switch circuits between the GEM and dash for chafing, shorts,
crimps, and continuity. Repair the wiring if faults found. If the wiring is okay,
replace the mode switch itself. After any repair, pull DTCs from the GEM,even if
there are no DTCs available. Always go thru the ritual of clearing codes.

Stuck in 4X4 Low at all Times

Customers describing an uncommanded shift to 4L shortly after start-up and
then unable to shift the transfer case. Associated symptoms could include valid
GEM DTCs being erased and false DTCs such as C1107 (4WABS module failure)
present. If the transfer case is stuck in 4X4, re-establishing normal shift motor
operation is possible by putting the mode switch in 4L with the trans gear lever in
neutral, service brake depressed, and vehicle stationary.
A new GEM program has been updated to address this concern, if the GEM needs
to be replaced, the new program is already installed in the new GEM.

© 2004 ATRA. All Rights Reserved

 114 FORD

Ford 4X4
(ESOF) Electronic Shift On the Fly (continued)

Old Number
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F75Z-7G360-AA

New Part Number

w/ gray connector
YL1Z-7G360-AA

© 2004 ATRA. All Rights Reserved

 FORD 115

Transgo AD
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© 2004 ATRA. All Rights Reserved

 116 FORD

AX4S
No Movement
A no movement condition can be caused by the front clip breaking in the Low/
Intermediate servo assembly.
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© 2004 ATRA. All Rights Reserved

 FORD 117

AX4S
No Movement (continued)
The Low-Intermediate servo is applied in 1st and 2nd drive gear, and is released
in 3rd. The hydraulic diagram shows a typical AX4S 1st gear application.
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© 2004 ATRA. All Rights Reserved

 118 FORD

AX4S
No Movement (continued)
Oil enters the servo through the case and is directed to the top of the servo pis-
ton. If the clip is broken the piston will bottom out and the servo apply rod will be
stationary and not apply the band.

Case Cover

Applied normal
operation
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Band

Feed Oil
Clip
Case
Cover

Band

Applied with a
broken clip

Broken Clip

Feed Oil
© 2004 ATRA. All Rights Reserved
 FORD 119

AX4S
No Rear Lube Tube
All 1999 and newer AX4S transmissions have only four tubes in the bottom of the
transmission. A new tube now incorporates the differential speedometer lube
transfer tube that was deleted from production.
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Rear Lube

Servo Apply
Servo Release Reverse Clutch

© 2004 ATRA. All Rights Reserved

 120 FORD

Transtar
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© 2004 ATRA. All Rights Reserved

 FORD 121

AX4S
Valve Body Interchange
1996-1998 Valve Body Assembly
From 1996-1998 all AX4S valve bodies are interchangeable. These valve bodies
have six Checkballs and two relief valves.
ProCarManuals.com

1996 and later

Two-Land Converter
Regulator Valve

Relief Valves

Check Balls

© 2004 ATRA. All Rights Reserved

 122 FORD

AX4S
Valve Body Interchange (continued)
Pre-1996 Converter Regulator Valve Assembly

The Pre-1996 Converter regulator valve has four lands and is not interchangeable
with later valve bodies.
ProCarManuals.com

Pre-1996 Converter Regulator

valve line up

© 2004 ATRA. All Rights Reserved

 FORD 123

AX4S
Valve Body Interchange (continued)
1996 and Newer Converter Regulator Valve
The 1996-1998 Converter regulator valve has two lands and is not interchangable
with later models
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1996 and newer Converter Regulator

valve line up

© 2004 ATRA. All Rights Reserved

 124 FORD

AX4S
Valve Body Interchange (continued)
1999 and Newer Valve Body Assembly

Passages are
different from
1999-On
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No Pull-In
valve
(Empty Bore)

Location of
the Relief
Valve
Changed
No relief Valve located here
may be the best ID

© 2004 ATRA. All Rights Reserved

 FORD 125

AX4S
Valve Body Interchange (continued)
Seperator Plate Codes
Beginning April 19, 1994, the AX4S transaxles contain bonded main control
separator plate gaskets. AX4S applications, both the valve body and pump body
contain separator plates bonded with gaskets.

If service is required on a main control assembly containing a separator plate with

a bonded gasket, service the separator plate with the correct application from the
following charts.
ProCarManuals.com

AX4S Pump Separator Plate Application Chart

#ID Vehicle Part Number

1994-95 3.0L and 3.8L
#AH F5DZ-7R167-A
Taurus/Sable
#AH 1994 3.8L Continental F5DZ-7R167-A
#AH 1994-95 3.2L Taurus SHO F5DZ-7R167-A
#AH 1995 3.8L Windstar F5DZ-7R167-A
#51 1995 3.0L Windstar F58Z-7R167-A
96-97 All Engine Sizes- Taurus,
#51 F58Z-7R167-A
Sable, Windstar
#66 1999-UP 3.0L Windstar XF2Z-7R167-AA

AX4S Valve Body Separator Plate Application Chart

ID # Vehicle Part Number
#58 1995 3.8L Windstar F58Z-7Z490-A
#43 1995 3.0L Windstar F58Z-7Z490-B
#31 1994-95 3.2L Taurus SHO F5DZ-7Z490-B
#40 1994-95 3.0L Taurus/Sable F5DZ-7Z490-C
#41 1994-95 3.8L Taurus/Sable F5DZ-7Z490-D
#41 1994 Continental F5DZ-7Z490-D
#42 1996-97 3.0L Windstar, Taurus, Sable
F6DZ-7Z490-FB
Replaces #63 & #97
#47 1996-97 3.8L Windstar F68Z-7Z490-A
#98 98-Up 3.0L Taurus, 3.0/3.8L Windstar F88Z-7Z490-AA
© 2004 ATRA. All Rights Reserved
 126 FORD

VBX AX4S interchange

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© 2004 ATRA. All Rights Reserved

 FORD 127

AX4S
Valve Body Interchange (continued)
Areas of difference

1999-Later
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1996-1998
two land
valve

© 2004 ATRA. All Rights Reserved

 128 FORD

AX4S
Valve Body Interchange (continued)
1999 -On Pump Body Assembly
1999 - On AX4S pump bodies do not have a CB “5” checkball. One easy way to
determine if your plate and valve body are correct is the number of holes over the
CB “5” checkball bathtube. One hole means no check ball, two holes means a
check ball is required.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 FORD 129

AX4S and AX4N

EPC Solenoids

The AX4S and AX4N EPC solenoids are interchangeable, they have the same
resistance, and connector. The only difference is the bracket, which is removable
and can be swapped if necessary. The cost is about $10 less then the AX4N sole-
noid.

New part # AX4S New part # AX4N

F8DZ-7G383-BB F8DZ-7G383-AB
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© 2004 ATRA. All Rights Reserved

 130 FORD

AX4N
Delayed Engagement

A delayed engagement may be caused by a worn or damaged neutral drive accu-

mulator pin. The pin seals the oil between the accumulator and the forward
clutch. When the pin is worn or damaged the forward clutch oil pressure is lost.
ProCarManuals.com

Check for
wear here.

© 2004 ATRA. All Rights Reserved

 FORD 131

AX4N
Delayed Engagement (continued)

The green oil is modulated pressure from the line modulator valve. It enters the
accumulator through the accumulator pin. The Red oil is line oil that comes from
the 1-2 shift vale and applies the forward clutch while using the N-D accumulator
to cushion the application. If the pin becomes worn it allows the line oil to enter
the accumulator regulaotr circuit.
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© 2004 ATRA. All Rights Reserved

 132 FORD

5R55N/W/S
Multiple Solenoid Codes
Multiple codes that won’t clear may be caused by a bad or loose connection at the
solenoid connector. This concern is especially found after overhaul and during
the installation. The bolt on the connector has to bottom out on the solenoid
block.

The Depth of the

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solenoid bolt hole

is 0.470”.

© 2004 ATRA. All Rights Reserved

 FORD 133

5R55N only
No 4th and No 5th
The 4-3 pre-stroke intermediate band control valve spring may break due to the
spring being machined incorrectly. Also, a code P0795 (Pressure Control Solenoid
C circuit failure or shorted) may be present.
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Measurements
Spring free length 0.882
Spring OD 0.294
Spring wire size 0.034

© 2004 ATRA. All Rights Reserved

 134 FORD

5R55N/W/S
Solenoid Failure
Multiple codes, with gears missing may be caused by a broken solenoid block
circuit. This can be caused by the plastic housing rubbing on the circuit board.
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© 2004 ATRA. All Rights Reserved

 FORD 135

5R55N/W/S
Solenoid ID
When testing the solenoids on the bench, you’ll need to use the harness connec-
tor illustration on this page.
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PC A
PC C PC B

TCC

SSA
SSB SSD
SSC
© 2004 ATRA. All Rights Reserved
 136 FORD

5R55N/W/S
Solenoid ID (continued)

ID Resistance ID Resistance
PC A 3.3-7.5 ohms SSA 16-45 ohms
PC B 3.3-7.5 ohms SSB 16-45 ohms
PC C 3.3-7.5 ohms SSC 16-45 ohms
SSD 16-45 ohms
TCC 9-16 ohms
ProCarManuals.com

Pin# 5R55W/S 5R55N

1 PC B PC A
2 TFT sensor TFT sensor
3 SS + SS +
4 PC C PC B
5 SSD SSD
6 SSC SSC
7 N/A N/A
8 N/A N/A
9 N/A N/A
10 N/A N/A
11 PC A PC C
12 Sig Return Sig Return
13 N/A RP Switch
14 TCC TCC
15 SSB SSB
16 SSA SSA

© 2004 ATRA. All Rights Reserved

 FORD 137

5R55N
Air Checks

Coast Clutch

Overdrive
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Servo

Forward Clutch

Direct Clutch

Intermediate
Servo

Intermediate
Clutch

Reverse Clutch

© 2004 ATRA. All Rights Reserved

 138 FORD

5R55N
Delayed Engagements
Vehicles built prior to 10/17/2000 with the 5R55N transmission may exhibit
delayed reverse or drive engagements, harsh upshifts or downshifts, erratic up-
shifts, or delayed downshifts near 20 mph. This may be caused by the calibration
of the Powertrain Control Module (PCM).
If the condition is valid, first repair all Diagnostic Trouble Codes (DTCs) that may
be present. If the condition is still present or returns after repair, the PCM must
be reprogrammed.
Refer to the following PCM calibration information chart. After reprogramming
has been completed, the transmission adaptive strategy for pressure control on
engagements must be updated.
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1. Install your scanner and monitor the Transmission Fluid Temperature (TFT).
Warm the transmission fluid to at least 54°C (130°F) as indicated by the TFT.

2. Perform five (5) engagements from park to reverse. Each engagement must be
5 seconds apart.

3. Perform five (5) engagements from drive to reverse. Each engagement must be
5 seconds apart. Perform five (5) engagements from reverse to drive.

4. Perform five (5) engagements from neutral to drive. Each engagement must be
5 seconds apart.
Calibration Chart

© 2004 ATRA. All Rights Reserved

 FORD 139

5R55N/W/S
No and/or Slow Engagement
5R55N/W/S Flow Control Valve

A Delayed engagement after sitting when hot or cold may be caused by the flow
control valve o-ring missing, destroyed, or the control valve is stuck in the OPEN
possition.
The flow control valve is used to help control the volume output of the pump.
ProCarManuals.com

Control valve
and O-Ring

© 2004 ATRA. All Rights Reserved

 140 FORD

5R55N/W/S
No and/or Slow Engagement (continued)
5R55N/W/S Flow Control Valve

The flow control valve works like a high pressure blow off valve. As main line oil is
distributed the flow control valve is used to make sure pressure does not become
excessive. If the pressure exceeds the maximum limit, the valve simply opens and
allows the oil to drain back into the pump intake.
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5R55N

© 2004 ATRA. All Rights Reserved

 FORD 141

5R55N/W/S
No and/or Slow Engagement (continued)
5R55W/S Flow Control Valve

The flow control valve works like a high pressure blow off valve. As main line oil is
distributed, the flow control valve makes sure pressure does not become exces-
sive. If the pressure exceeds the maximum limit, the valve simply opens and
allows the oil to drain back into the pump intake.
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5R55W/S

© 2004 ATRA. All Rights Reserved

 142 FORD

5R55N/W/S
No and/or Slow Engagement (continued)

Make sure during reassembly

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that the oil seal is attached to

the valve assembly.

© 2004 ATRA. All Rights Reserved

 FORD 143

E4OD
Failsafe with No Codes

When diagnosing an E4OD in failsafe with no codes, attempt to create a code by

disconnecting a solenoid or sensor I.E.: MAF, TPS, MLP, MAP.
Any one of these inputs should cause the check engine light or TCS light to illu-
minate. If the check engine light or TCS light fails to illuminate suspect a failed
PCM. Always go through the normal procedures of checking the PCM powers and
grounds before attempting to reprogram the PCM before replacing it.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 144 FORD

4R100
Bypass Tube

Dissassembly and re-Assembly of the bypass tube may be necessary due to heavy
contamination. Simply pull the top off the cooler fitting adapter while holding the
tube, and the sealed fitting will release from the tube assembly.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 FORD 145

TorqShift
Lack of Power, Slow Reverse, or Lurching at a
Stop
Reprogramming the PCM
A lack of power condition, slow reverse after cold soak, lurching at a stop (zero
mph) may be caused by a reprogramming fault. If a complaint of this nature
comes in to your shop, monitor the Acelerator Pedal Position sensor and RPM.

The Transmission may think it is getting a false signal from the APP sensor. In
some cases the APP sensor is bad causing this false reading. This fault in the
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programing of the computer is causing the engine to ramp up as if the accelerator

were pushed down. This may surprise the customer sitting at a stop and severe
damage may occur.

© 2004 ATRA. All Rights Reserved

ProCarManuals.com
ProCarManuals.com

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 A413
GOVERNOR BRACKET
& SPRING KIT
FIXES 2ND GEAR STA RTS,
NO UPSHIFTS
G4A-EL 41TE
OVERSIZED PRESSURE C O N V E RTER REGULATOR
REGULATOR VALV E VALVE KIT
FIXES HARSH SHIFTS & HIGH LINE FIXES CONVERTER SHUDDER
PRESSURE & FAILURE

32204-03K
Patent Pending

74846-05 92835-03K
Patent Pending
KM175
ENDPLAY SHIM & WASHER KIT
FIXES FLARE 2-3 OR 3-2 SHIFT
C H RYSLER
R WD 78 & UP
41TE
A C C U M U L ATOR PISTON
& SLEEVE KITS
ProCarManuals.com

FIXES 1-2 SHUDDER,

COASTDOWN CLUNK
M A N U A L VALVE, LUBE REGULATED PR VALVE
& 4 SPOOLED SWITCH VALV E
FIXES DELAYED ENGAGEMENT, LUBE FAILURE, LOCKUP
SHUDDER & OVERHEATED CONVERTER

92834-03K &
42000-01K -05K

ZF 42RH/RE
OVERSIZED PRESSURE INTERMEDIATE SHAFT PILOT
REGULATOR VALV E & END PLUG KIT
FIXES HIGH LINE PRESSURE FIXES POOR LUBE
OIL C O N T R O L

Part Nos. 22771-09*, 22771A-02K* &

85991-01 22771A-01 22171A-02K
*Patent Pending
A4RA 42RH/RE
96- 99 HONDA CIVIC OVERDRIVE SET-UP SHIM KIT
CPC VALVE SPRING PROVIDES SUFFICIENT SHIMS
FIXES HARSH UPSHIFTS TO PROPERLY SET ENDPLAY
& DOWNSHIFTS
4L30-E
B O O S T VALVE & SLEEVE KITS
FIXES LOW LINE PRESSURE

12783-01K
88894

54200-01K,
-06K & -012K NOTE: Many of these parts fit other applications also
' 2004 SONNAX

A U TO M ATIC DRIVE P.O. BOX 440 BELLOWS FALLS, VT 05101

802-463-9722 800-843-2600 fax: 802-463-4059
w w w.sonnax.com [email protected]
 CHRYSLER 149

Chrysler Contents
46RE
No Forward ......................................151

42/44RE
Updated Parts ..................................152

All RE Series ....................................153

48RE New Transmission

Clutch and Band Application
ProCarManuals.com

Chart ..............................................154

Pressure Taps Locations ..................155

Air Testing the Case .........................157

Six Pinion Planet..............................158

Rear Clutch Drum ...........................160

Pump Assembly ...............................161

O/D Direct Clutch ..........................162

Reverse Servo and Apply Lever .........163

Checkball Location ..........................164

Extension Housing Seal ...................165

Sun Gear .........................................166

© 2004 ATRA. All Rights Reserved

 150 CHRYSLER

AD
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© 2004 ATRA. All Rights Reserved

 CHRYSLER 151

46RE
No Forward
A no movement concern first thing in the morning may be present, but the re-
verse engagement is good. The transmission may also fall out of gear while driving
hot or cold weather. This concern may be caused by the inner lip seal of the For-
ward drum having shrank or being torn/ripped.
In some extreme cases during the winter months this seal can shrink and never
apply.
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© 2004 ATRA. All Rights Reserved

 152 CHRYSLER

42/44RE
Updated Parts

Chrysler has released a new direct clutch outer seal for the 42RE and 44RE trans-
missions. The drum, piston and outer seal have all been revised for the 2000 and
up models. The outer piston is located in the drum rather than the piston. The in-
ner cluth seal is located in the same place and carries the original OEM part num-
ber.

Part Number
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4058487 AB

© 2004 ATRA. All Rights Reserved

 CHRYSLER 153

ALL RE Series
TCC Shuttle

Reflashing the ECM can correct this problem. It can also make the shift feel bet-
ter and firmer. An added bonus is the program will make the doors lock when the
vehicle starts to move.
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© 2004 ATRA. All Rights Reserved

 154 CHRYSLER

48RE
New Transmission
ProCarManuals.com

TRANSMISSION CLUTCHES AND BANDS OVERDRIVE CLUTCHES

SHIFT
LEVER FRONT OVER- OVER- OVER-
FRONT REAR REAR DIRECT
POSITION CLUTCH BAND CLUTCH BAND RUNNING DRIVE CLUTCH
RUNNING
CLUTCH CLUTCH CLUITCH
REVERSE X X X
DRIVE-
X X X X
FIRST
DRIVE-
X X X X
SECOND
DRIVE-
X X X X
THIRD
DRIVE-
X X X
FOURTH
MANUAL
X X X X
SECOND
MANUAL
X X X X X
FIRST

© 2004 ATRA. All Rights Reserved

 CHRYSLER 155

48RE
Pressure Tap Locations

The 48RE transmission has several different pressure ports to choose from. In
many cases, it’s a good idea to have two pressure gauges. Keep in mind that in re-
verse the pressure can exceed 280 PSI, so always use a 0-300 or 0-400 PSI gauge
when testing reverse pressure. Despite the number of pressure taps, there is no
mainline pressure tap. Use the chart below to compare your results to the factory
specifications.
ProCarManuals.com

RANGE ACCUMULATOR FRONT SERVO REAR SERVO OD CLUTCH GOVERNOR

IDLE WOT IDLE WOT IDLE WOT IDLE WOT PRESSURE
P/N 0 0 0 0 0 0 0 0 0
R 0 0 145-175 230-280 145-175 230-280 0 0 0
Drive 1st 55-60 90-100 0 0 0 0 0 0 Pressure should
Drive 2nd 55-60 90-100 0 0 0 0 0 0 be zero at a
Drive 3rd 55-60 90-100 55-60 90-100 0 0 0 0
stop and
Drive 4th 55-60 90-100 55-60 90-100 0 0 55-60 90-100
MANUAL 2 55-60 90-100 0 0 0 0 0 0 increase about
MANUAL 1 55-60 90-100 0 0 55-60 55-60 0 0 1 PSI per MPH

© 2004 ATRA. All Rights Reserved

 156 CHRYSLER

48RE
Pressure Tap Locations (continued)

Governor Pressure
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Reverse Pressure

Forward/Line Pressure 3rd Gear Pressure

OverDrive Pressure

© 2004 ATRA. All Rights Reserved

 CHRYSLER 157

48RE
Air Test
ProCarManuals.com

Location Air Pressure Test Passage

1 Line Pressure to Accumulator
2 Rear Servo Apply
3 Front Servo Apply
4 Front Servo Release
5 Pump Suction
6 Pump Pressure
7 Front Clutch apply
8 From Torque Converter
9 To Cooler
10 To Torque Converter
11 Rear Clutch Apply
© 2004 ATRA. All Rights Reserved
 158 CHRYSLER

48RE
Six Pinion Planets
The rear planetary assembly has changed to a steel-housed six pinion carrier. This
change also caused a change to be made in the washer design between the ring
gear and planetary.

The rear ring gear has also changed to have a larger lube reserve area and in-
crease in welds to hold the hub to the ring area. The back of this annulus is also
machined to allow for the changes in the reverse drum. This is NOT interchange-
able with earlier 46RE or 47RE transmissions.
ProCarManuals.com

Oil Groove

© 2004 ATRA. All Rights Reserved

 CHRYSLER 159

48RE
Six Pinion Planet (continued)

The front planet changed to a six pinion steel carrier. A damper ring is added to
calm down vibrations during reduction speeds of the planet. The front annulus
gear is also machined with a larger lube oil reserve groove at the bottom of the
ring gear for extra cooling. With the change in the planetary.
ProCarManuals.com

Damper ring

Oil reserve groove

© 2004 ATRA. All Rights Reserved

 160 CHRYSLER

48RE
Rear Clutch Drum

Not many noticeable changes have been made to this drum and input shaft. The
splined area of the input shaft has changed to have deeper radius grooves for
strength.
ProCarManuals.com

Deeper radius grooves for strength.

© 2004 ATRA. All Rights Reserved

 CHRYSLER 161

48RE
Pump Assembly
Changes to the pump include directional gears, and the addition of a new Teflon
ring housed on the stator support shaft. The change to the reaction shaft makes
the torque converter not serviceable to the 46RE or 47RE. The 48RE converter is a
beefier design, able to be used on the 48RE transmission only.
ProCarManuals.com

CORRECT WRONG

Teflon ring

© 2004 ATRA. All Rights Reserved

 162 CHRYSLER

48RE
O/D Direct Clutch
Major changes have occurred in the OD direct clutch stackup. There are now 23
single-sided clutches. The pressure plate is still the second-design plate measur-
ing out at 0.085” on the lug ears.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 CHRYSLER 163

48RE
Reverse Servo and A pply Lever

The Low/Reverse servo has changed to allow for greater holding strength and
torque load. The apply lever is changed to a new ratio to increase clamping force
onto the redesigned Low/Reverse band.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 164 CHRYSLER

48RE
Checkball Locations
ProCarManuals.com

Different size checkballs

© 2004 ATRA. All Rights Reserved

 CHRYSLER 165

48RE
Extension Housing Seal

The output shaft bushing and seal have changed. The new seal and bushing are
much larger than the earlier 46RE and 47RE. This change means there is a new
housing that can not be interchanged. It is used on the 48RE only.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 166 CHRYSLER

48RE
Sun Gear

The sun gear shell has increased in thickness by 0.055” for strength. The sun gear
has also undergone some changes that allow for more lube oil flow to the planetar-
ies.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 167

Hardparts
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 Automatic Transmission Overhaul Kits
ProCarManuals.com

• The global leader in the automatic • Producing over 2.6 million transmission
transmission rebuild kit market. rebuild kits annually.
• Manufacturing quality transmission • Primary packager of transmission
rebuild kits since 1978. & engine kits for original equipment
manufacturers globally.
• Currently servicing over 104 units, and
cataloging 1,000 rebuild kit numbers. • Sealing components engineered to
improve aftermarket performance
• First to market with rebuild kits for when the results of the original design
new model applications. prove to be less than optimal.
• Full-time staff of product development/
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• ISO 9002 certified facility.
The Aftermarket Business
Of Freudenberg-NOK
 Highest Quality Components in TransTec Overhaul Kits

Gaskets: Sealing Rings:

Paper gaskets included in TransTec TransTec kits use Freudenberg-NOK
kits are manufactured by our manufactured PTFE (Teflon®) rings.
Freudenberg-NOK Necedah plant (formerly known as Farnam). This QS- The QS-certified manufacturing plant
certified plant also supplies virtually all domestic OEMs with many of is a pioneer in PTFE machined ring design. A machined ring
their paper gasket requirements used in automotive transmission and involves a more exacting manufacturing process that results in
engine applications. Look for the TransTec name on these paper gaskets. components that seal better. With over 28 different compounds to
It’s your assurance of quality. choose from, complex formulas are used to ensure superior sealing
For applications using bonded valve body plates, in a broad range of sealing applications. In addition, TransTec is the
we supply bonded gaskets with metal cores. You aftermarket leader using state-of-the-art materials including
get the same OE-quality gaskets in TransTec Vespel®, PEEKTM and other synthetics. For applications requiring
overhaul kits that we supply to OEMs. metal, we use only OEM-quality rings.
The manufacturing process used for our sili-
cone beaded gaskets utilizes leading-edge
technology to provide superior sealing.
Pan gaskets made of cork and rubber are high quality and manufac-
Metal Clad Seals:
ProCarManuals.com

tured by OE suppliers. Duraprene® fibrous material pan gaskets are also

offered as an alternative for installer preference. Our molded rubber pan Globally, Freudenberg-NOK manufac-
gaskets are formed around a plastic core for more stability; a proprietary tures more precision-molded radial
process which Freudenberg-NOK developed for its current OEM shaft seals than all other manufacturers combined. TransTec alone
customers. These gaskets feature torque-limiting inserts to help avoid has sold over 3 million NOK seals for domestic applications since
over-torquing. they were first introduced in 1999. NOK brand oil seals are used
exclusively in TransTec kits – no other transmission kits have them.

Bonded Pistons:
Bonded pistons are manufactured
using a very precise molding process to create smooth, exacting O-rings &
rubber sealing surfaces bonded to metal pistons. Freudenberg was D-rings:
a pioneer in molding bonded pistons for European applications.
The Freudenberg and NOK group
NOK is the dominant supplier for Asian applications, and
companies manufacture O-rings and D-
Freudenberg-NOK is an OE supplier of these domestically. The
rings for automotive applications on a
sealing surface of these pistons performs the same function as
worldwide basis, an advantage we use to incorporate the OEM design,
previous separate-seal designs, so bonded pistons should always
materials and resources of these seals into our kits.
be replaced during a rebuild.

It’s What’s Inside That Counts!

Lip Seals: We’re so confident in our world-class
The majority of lip seals contained seals that we mold our initials into them.
IPC FN
in TransTec kits are manufactured by Freudenberg-NOK plants and Look for these RMA (Rubber Manufactur-
exclusive to our kits. We have supplied lip seals via the IPC group ers Association) codes on our seals.
NOK CFW
to automotive manufacturers for over 40 years. TransTec kits for
import applications contain original NOK lip seals, a claim no other
kit maker can make.

Teflon® and Vespel® are registered trademarks of E.I. du Pont de Nemours & Company. TransTec®,
Corteco® and Duraprene® are registered trademarks of Freudenberg-NOK. PEEKTM is a trade- 11617 State Route 13 • Milan, OH 44846
mark of Victrex PLC. Phone (419) 499-2502 • Web: www.TransTec.com

YOUR tecNOLOGY SPECIALIST™

ProCarManuals.com

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964 East Market St., Crawfordsville, IN 47933 • Toll Free: 800-729-7763 • Fax: 765-364-4576 • Email: [email protected]
 IMPORT 171

Import Index
4L30E ....................................... 173

450-43LE .................................. 223

Honda ....................................... 249

ZF5HP19FL ............................... 265

ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 172 IMPORT

ATRA AD
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 173

4L30E
Table Of Contents
4L30E
Band and Clutch Application Chart .... 174

Solenoid ID ........................................ 175

Band Failure ...................................... 177

Diagnosing the Transmission

Case Connector ID ............................. 188
ProCarManuals.com

Computer Types ................................. 191

Range Switch ..................................... 192

VSS Circuit ........................................ 196

TPS Circuit Diagnosis ......................... 197

Brake Switch Diagnosis ...................... 200

TCM Pin Testing ................................. 202

TCM Type 1(refer to pg 171) ............... 204

TCM Type 2(refer to pg 171) ............... 207

TCM Type 3(refer to pg 171) ............... 210

TCM Type 5 (refer to pg 171) .............. 214

TCM Type 6(refer to pg 171) ............... 217

© 2004 ATRA. All Rights Reserved

 174 IMPORT

4L30E
Clutch and Band A pplication Chart
ProCarManuals.com

RANGE GEAR 1-2/3-4 2-3 SOL OVERDRIVE OVERRUN FOURTH THIRD REVERSE SECOND PRINCIPLE BAND ENGINE
SOL. ROLLER SPRAG
N.C. N.O. CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH ASSEMBLY ASSEMBLY BRAKING
P-N OFF ON APPLIED NO
R REVERSE OFF ON LD APPLIED APPLIED LD NO
D 1st OFF ON LD APPLIED LD APPLIED NO
2nd ON ON LD APPLIED APPLIED FW APPLIED YES
3rd ON OFF LD APPLIED APPLIED APPLIED NE YES
4th OFF OFF FW APPLIED APPLIED APPLIED NE YES
3 1st OFF ON LD APPLIED LD APPLIED NO
2nd ON ON LD APPLIED APPLIED FW APPLIED YES
3rd ON OFF LD APPLIED APPLIED APPLIED NE YES
2 1st OFF ON LD APPLIED APPLIED LD APPLIED YES
2nd ON ON LD APPLIED APPLIED FW APPLIED YES
1 1st OFF ON LD APPLIED APPLIED LD APPLIED YES

LD = LOCKED IN DRIVE FW = FREEWHEELING NE = NOT EFFECTIVE

© 2004 ATRA. All Rights Reserved

 IMPORT 175

4L30E
Solenoid Identification

Always check the resistance of the solenoids and visually check the wire
harness for damage. Keep in mind, the 2-3 shift solenoid is “normally open” and
the 1-2/3-4 shift solenoid is “normally closed”.
ProCarManuals.com

2-3 Shift
Solenoid
17-24 ohms
normally
open

Band Apply
Solenoid 9-14
1-2/3-4 Shift
ohms PWM
Solenoid
17-24 ohms
normally
closed

© 2004 ATRA. All Rights Reserved

 176 IMPORT

4L30E
Solenoid Identification (continued)

Always check the resistance of the solenoids and visually check the wire
harness for damage.

Force Motor
3-6 ohms
ProCarManuals.com

Fluid
Temperature
Sensor TCC Solenoid
17-24 ohms
normally closed

© 2004 ATRA. All Rights Reserved

 IMPORT 177

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation
A common cause for the Band failure is the band being partially applied and
dragging in 3rd or 4th gear. This is usually caused by insufficient servo release
pressure, which can be the result of leaks in the 2nd clutch and/or 3rd clutch
circuits. In this section we are going to review the servo release and related oil
circuits, as well as what you need to check on every overhaul to prevent band
failure.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 178 IMPORT

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)
In third gear, the servo release and 3rd clutch are being fed through the #16e
orifice.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 179

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)
In fourth gear the 2nd clutch, is also fed through the #16e orifice. A leak in
the second clutch circuit will cause a loss of servo release oil, resulting in a drag-
ging band
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 180 IMPORT

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)
The 2nd clutch drum is a common failure. Closely inspect the drum for cracks
in the ring bore chamfer.
ProCarManuals.com

Check here for cracks

© 2004 ATRA. All Rights Reserved

 IMPORT 181

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)
Always use a straight edge and a feeler gauge across the adapter case in
several places to check it for possible warpage. The bolt holes are usually the high
spots. You should not be able to fit a 0.0015” feeler gauge under the straight
edge surface. If you can, your adapter case is warped.
ProCarManuals.com

Any gap under

the straight edge
should not exceed
0.0015”

© 2004 ATRA. All Rights Reserved

 182 IMPORT

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)
When checking the center support for warpage, use the same technique as
the adapter case. Center support warpage should not exceed 0.0015”. Check the
3rd clutch drum shaft and center support bushing for wear or scoring. Keep in
mind, the bushing seals the apply circuit; there are no sealing rings in this loca-
tion.
ProCarManuals.com

Check for
wear here

© 2004 ATRA. All Rights Reserved

 IMPORT 183

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)
After removing the servo from the bore, check the inside area for wear.
ProCarManuals.com

Check for wear in these locations

© 2004 ATRA. All Rights Reserved

 184 IMPORT

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)
The servo release pressure port should always be drilled and tapped in the
location shown below. Servo release pressure should be checked after every re-
build. There should be no more then 10 psi difference between the servo release
pressure and main line pressure in 3rd and 4th gear.
ProCarManuals.com

Drill and Tap

the hole with an
1/8” pipe tap

© 2004 ATRA. All Rights Reserved

 IMPORT 185

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)
As a preventitive measure you can enlarge the feed orifice hole #16e to
0.090”.
ProCarManuals.com

Enlarge to
0.090”

© 2004 ATRA. All Rights Reserved

 186 IMPORT

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)
A bindup condition in 4th gear may be caused by a missing or leaking 3rd
clutch checkball. When this checkball is missing, 1-2 servo release pressure can
leak in 4th gear causing the 1-2 band to apply.
ProCarManuals.com

3rd clutch
checkball

© 2004 ATRA. All Rights Reserved

 IMPORT 187

4L30E
Band Failure, Binds In 3rd or 4th, Dragging
Sensation (continued)

A missing or leaking 3rd

clutch checkball can cause the
1-2 servo release pressure to
leak in 4th gear causing the 1-2
band to apply.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 188 IMPORT

4L30E
Case Connector ID
4 Pin Main Case Connector
Pin Function
1 2-3 Shift solenoid
2 Band apply solenoid
3 1-2/3-4 Shift solenoid
Ground from computer (Type 1 only)
4
B+ from computer (All others)
ProCarManuals.com

Solenoid Pins Resistance

2-3 Shift solenoid 1 and 4 17-24ohms
Band apply solenoid 2 and 4 9-14 ohms
1-2/3-4 Shift solenoid 3 and 4 17-24 ohms

5 Pin Adapter Case Connector

Pin Function
1 Fluid temperature sensor
2 TCC solenoid
3 Force motor (+)
4 Force motor (-)
5 Fluid temperature sensor

Solenoid Pins Resistance

Force motor 3 and 4 3-6 ohms
TCC solenoid 2 and ground 17-24 ohms
-40°F (-40°C) 672K ohms
32°F (0°C) 65K ohms
68°F (20°C) 25K ohms
Fluid temperature sensor 1 and 5 176°F (80°C) 2.5K ohms
248°F (120°C) 780 ohms

302°F (150°C) 370 ohms

© 2004 ATRA. All Rights Reserved

 IMPORT 189

4L30E
Case Connector ID (continued)

7Pin Main Case Connector

Pin Function
A 2-3 Shift solenoid
B Band apply solenoid
C 1-2/3-4 shift solenoid
D B+ from computer
E Fluid temperature sensor (-)
F Fluid temperature sensor (+)
ProCarManuals.com

G Not used

Solenoid Pins Resistance

2-3 Shift solenoid D and A 17-24 ohms
Band apply solenoid D and B 9-14 ohms
1-2/3-4 Shift solenoid D and C 17-24 ohms
-40°F (-
672K ohms
40°C)
32°F
65K ohms
(0°C)
68°F
25K ohms
(20°C)
Fluid temperature sensor E and F
176°F
2.5K ohms
(80°C)
248°F
780 ohms
(120°C)
302°F
370 ohms
(150°C)

Solenoid Pins Resistance Pin Function

Force motor 2 and 4 3-6 ohms 1 PWM TCC (+)
2 Force motor (+)
PWM TCC 1 and 3 9-14 ohms
3 PWM TCC (-)
4 Force motor (-)

© 2004 ATRA. All Rights Reserved

 190 IMPORT

4L30E
Case Connector ID (continued)

9 Pin Main Case Connector (BMW)

Pin Function
1 Force motor
2 Fluid temperature sensor
3 Force motor
ProCarManuals.com

4 Fluid temperature sensor

5 2-3 Shift solenoid
6 B+ from computer
7 TCC solenoid
8 Band apply solenoid
9 1-2/3-4 Shift solenoid

Solenoid Pins Resistance

2-3 Shift solenoid 6 and 5 17-24 ohms
Band apply solenoid 6 and 8 9-14 ohms
1-2/3-4 Shift solenoid 6 and 9 17-24 ohms
Force motor 1 and 3 3-6 ohms
TCC solenoid 6 and 7 17-24 ohms
-40°F (-40°C) 672K ohms
32°F (0°C) 65K ohms
68°F (20°C) 25K ohms
Fluid temperature sensor 2 and 4
176°F (80°C) 2.5K ohms
248°F (120°C) 780 ohms
302°F (150°C) 370 ohms

© 2004 ATRA. All Rights Reserved

 IMPORT 191

4L30E
Computer Types

Asian models
Type 1
1990-1993 Isuzu Rodeo and Trooper

Type 2
ProCarManuals.com

1994-1995 Isuzu Rodeo, Trooper, Amigo and Honda Passport

Type 3
1996-1999 Isuzu Rodeo, Trooper, Amigo, Vehicross, Honda Passport and
Acura SLX

German models
Type 5
1997-1998 Cadillac Catera
Type 6
1996-2001 BMW
1999-2001 Cadillac Catera

© 2004 ATRA. All Rights Reserved

 192 IMPORT

4L30E
Range Switch All (except BMW)
ProCarManuals.com

Range switch voltages (all except BMW)

P R N D 3 2 L
Switch “A” B+ B+ 0v 0v B+ B+ 0v
Switch “B” 0v B+ B+ B+ B+ 0v 0v
Switch “C” 0v 0v 0v B+ B+ B+ B+
Switch “P” B+ 0v B+ 0v B+ 0v B+

© 2004 ATRA. All Rights Reserved

 IMPORT 193

4L30E
Range Switch All (except BMW) (continued)
ProCarManuals.com

Range switch continuity (all except BMW)

P R N D 3 2 L
Pins 5 to 8 x x x x
Pins 5 to 7 x x x x
Pins 5 to 6 x x x x
Pins 5 to 3 x x x x
Note: . =continuity

© 2004 ATRA. All Rights Reserved

 194 IMPORT

4L30E
Range Switch BMW (only)
ProCarManuals.com

Range switch voltages (BMW)

P R N D 3 2 L
Switch “A” B+ B+ B+ 0v 0v B+ 0v
Switch “B” B+ 0v B+ 0v 0v 0v 0v
Switch “C” 0v 0v B+ 0v B+ B+ B+
Switch “P” B+ 0v 0v B+ B+ B+ 0v

© 2004 ATRA. All Rights Reserved

 IMPORT 195

4L30E
Range Switch BMW (only) (continued)
ProCarManuals.com

Range switch continuity (BMW)

P R N D 3 2 L
Pins 5 to 4 x x x x
Pins 5 to 7 x x
Pins 5 to 6 x x x x
Pins 5 to 8 x x x x

Note: . =continuity

© 2004 ATRA. All Rights Reserved

 196 IMPORT

4L30E
VSS (Pulse Generator)

The VSS voltage output is 1-30 volts AC when the output shaft is spinning.
The resistance is 2.8-3.0K ohms.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 197

4L30E
TPS Circuit Types 1-3

When working on vehicles with either type 1, 2, or 3 computer system, the

TPS voltage can be monitored at the TPS and/or the TCM/PCM.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 198 IMPORT

4L30E
TPS Circuit Type 5
When working on a vehicle with a type 5 computer, the TPS voltage can be
monitored at the TPS only. The ECM converts the TPS signal to a varying duty
cycle and sends this signal to the TCM. Therefore, when monitoring the TPS
signal at the TCM, you must set your voltmeter to read duty cycle.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 199

4L30E
TPS Circuit Type 6
When working on a vehicle with a type 6 computer, the TPS voltage can be
monitored at the TPS only. The ECM transmits the TPS signal to the TCM through
the data lines and CAN NOT be monitored at the TCM with a voltmeter.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 200 IMPORT

4L30E
Brake Switch Circuit All (except Type 1)
With the exception of the type 1 computer system, the brake switch simply
sends a signal to the TCM/PCM when the brake pedal is depressed. The com-
puter uses this input to decide whether or not to command lockup.
ProCarManuals.com

Brake released = 0 volts

Brake depressed = B+

© 2004 ATRA. All Rights Reserved

 IMPORT 201

4L30E
Brake Switch Circuit Type 1
Although the computer decides whether or not to command lockup, the type
1 computer actually uses the voltage from the lockup off relay to turn the TCC
solenoid on. A bad brake switch or a bad lockup off relay can cause a “no TCC
apply” without setting any trouble codes.
ProCarManuals.com

Brake
released = 0 volts
Brake
depressed = B+

Brake
released = B+
Brake
depressed = 0 volts

© 2004 ATRA. All Rights Reserved

 202 IMPORT

4L30E
Diagnosing at the TCM
Removing the shield from the TCM (type 1, 5 and 6
connectors)

Remove the screw

ProCarManuals.com

from the connector

shield.

Remove the tape

and/or tie from the
harness.

© 2004 ATRA. All Rights Reserved

 IMPORT 203

4L30E
Diagnosing at the TCM (continued)

Removing the shield from the TCM (type 1, 5 and 6

connectors)

Slide the
ProCarManuals.com

shield up the
harness and
away from the
connector

Reconnect the
computer connector

© 2004 ATRA. All Rights Reserved

 204 IMPORT

4L30E
TCM Pin Charts (Type 1)

Pin Function Condition Signal

Compressor off < 1v

1 A/C request
ProCarManuals.com

Compressor on B+

2 Cruise control

3 N/A - -
4 N/A - -
5 N/A - -
Idle 0.5 v
6 TPS (varying voltage)
Full throttle 4.0 v
Light off B+
7 Power mode indicator
Light on < 0.1v
Manual D, 3, 2 & L B+
8 Range selector pin C
All others 0v

9 N/A - -
Light off B+
10 Winter mode indicator
Light on < 0.1v
11 Engine RPM (some models) Engine running DC frequency
12 N/A - -
13 Diagnostic - -
14 VSS ground Always < 0.1v

Full throttle < 0.1v

15 Kickdown switch
All others B+
16 Ground Always < 0.1v
17 Ground Always < 0.1v
18 Ground Always < 0.1v

© 2004 ATRA. All Rights Reserved

 IMPORT 205

4L30E
TCM Pin Charts (Type 1) (continued)
Pin Function Condition Signal
19 Ground Always < 0.1v
Vehicle stopped 0v AC
20 VSS signal
Vehicle moving Above 1v AC
21 A/C cut relay
32° F (0° C) 65K ohms
68° F (20° C) 25K ohms
22 Fluid temp
176° F (80° C) 2.5K ohms
ProCarManuals.com

248° F (120° C) 780 ohms

Manual P, R, 3, 2 B+
23 Range selector pin A
All others 0v
Key off 0v
24 5 V reference voltage
Key on 5v
Normal B+
25 Diagnostic enable
During code retrieval 0v
Manual R, N, D, 3 B+
26 Range selector pin B
All others 0v
27 N/A - -
28 Keep alive power Always B+
Light off B+
29 Check trans indicator
Light on < 0.1v
Engine temp cold 5v
30 Coolant temp
Engine temp warm < 0.1v
Switch released B+
31 Winter mode switch
Switch depressed < 0.1v
32 N/A - -
Manual P, N, 3 & L B+
33 Range selector pin P
All others 0v
Switch released B+
34 Power mode switch
Switch depressed < 0.1v
35 N/A - -
36 Ground Always < 0.1v
Key off 0v
37 Ignition
Key on B+
© 2004 ATRA. All Rights Reserved
 206 IMPORT

4L30E
TCM Pin Charts (Type 1) (continued)
Pin Function Condition Signal
Lockup off 0v
38 TCC Solenoid
Lockup on B+
Brake released B+
39 Brake switch
Brake depressed < 0.1v
Idle 0.7-0.9 Amps
40 Force motor (+)
Full throttle 0.1-0.2 Amps
Idle 0.7-0.9 Amps
41 Force motor (-)
ProCarManuals.com

Full throttle 0.1-0.2 Amps

42 N/A - -
Solenoid off 0v
43 2-3 solenoid
Solenoid on B+
44 N/A - -
Approx. 75% duty
During drive engagement
cycle
After engagement 0% Duty cycle (sol off)
45 Band apply solenoid
During a 3-2 or 3-1
kickdown & 3-2 coast 25%-75% Duty cycle
down
46 N/A - -
47 N/A - -
Solenoid Off 0v
48 1-2 / 3-4 solenoid
Solenoid On B+
49 N/A - -
Barometric sensor
50
(some models)
51 N/A - -
52 N/A - -
Key off 0v
53 Reference voltage
Key on 5v
Normal operation < 0.1v
54 Solenoid ground
W/solenoid codes B+
Engine RPM (some
55 Engine running DC frequency
models)
© 2004 ATRA. All Rights Reserved
 IMPORT 207

4L30E
TCM Pin Charts (Type 2)

Pin Function Condition Signal

A1 N/A - -
Sol on < 1v
A2 1-2/3-4 Solenoid
Sol off B+
Sol on < 1v
ProCarManuals.com

A3 2-3 Solenoid
Sol off B+
A4 Keep alive power Always B+
A5 N/A - -
A6 N/A - -
Power from ECM main Key off 0v
A7
Relay Key on B+
Power from ECM main Key off 0v
A8
Relay Key on B+
Approx. 75%
During drive engagement
Duty cycle
0% Duty cycle
A9 Band apply solenoid After engagement
(sol off)

During a 3-2 or 3-1 kickdown 25%-75% Duty

& 3-2 coast down cycle
Light off B+
A10 A/T fluid temp light
Light on < 0.1v
Winter mode indicator Light off B+
A11
light Light on < 0.1v
Wheels stopped 0V
A12 Output speed sensor
Wheels spinning Above 1v AC
B1 N/A - -
B2 N/A - -
32° F (0° C) 65K ohms
68° F (20° C) 25K ohms
B3 Fluid temp
176° F (80° C) 2.5K ohms
248° F (120° C) 780 ohms
© 2004 ATRA. All Rights Reserved
 208 IMPORT

4L30E
TCM Pin Charts (Type 2) (continued)
Pin Function Condition Signal
Button depressed < 1v
B4 Cruise control
Button released B+
Full throttle < 0.1v
B5 Kickdown switch
All others B+
Button released B+
B6 Winter mode switch
Button depressed < 0.1v
B7 N/A - -
Button released B+
ProCarManuals.com

B8 Power switch
Button depressed < 0.1v
Light off B+
B9 Power indicator light
Light on < 0.1v
R&L output to antilock
B10 brake system - -
(some models)
B11 VSS shield ground Always < 0.1v
B12 VSS signal ground Always < 0.1v
C1 Ground Always < 0.1v
C2 N/A - -
Sensor ground (some
C3 Always < 0.1v
vehicles)
C4 N/A - -
Idle 0.5v
C5 TPS (varying voltage)
Full throttle 4.0v
C6 Ground Always < 0.1v
Sol off 0v
C7 TCC solenoid
Sol on B+
Key off 0v
C8 Data link
Key on 5v
C9 N/A - -
Light off B+
C10 Check trans indicator light
Light on < 0.1v
C11 N/A - -
Power relay output to main Key off 0v
C12
case solenoid Key on B+
C13 N/A - -
© 2004 ATRA. All Rights Reserved
 IMPORT 209

4L30E
TCM Pin Charts (Type 2) (continued)
Pin Function Condition Signal
C14 Fluid temp sensor ground Always < 0.1v
Idle 0.7-0.9 Amps
C15 Force motor (+)
Full throttle 0.1-0.2 Amps
Idle 0.7-0.9 Amps
C16 Force motor (-)
Full throttle 0.1-0.2 Amps
D1 Ground Always < 0.1v
D2 BARO sensor
ProCarManuals.com

5 volt reference (some Key off 0v

D3
vehicles) Key on 5v
P, N, 3, L B+
D4 Trans range position “P”
All others 0v
D, 3, 2, L B+
D5 Trans range position “C”
All others 0v
R, N, D, 3 B+
D6 Trans range position “B”
All others 0v
P, R, 3, 2 B+
D7 Trans range position “A”
All others 0v
Compressor off < 1v
D8 A/C on input
Compressor on B+
Brake released 0v
D9 Brake input
Brake depressed B+
D10 N/A - -
D11 N/A - -
D12 Engine RPM signal Engine running DC frequency
D13 N/A - -
Coolant temp switch from Cold 5v
D14
ECM
Warm < 0.1v
D15 N/A - -
During diagnostics 0v
D16 Diagnostic input
All others 5v
© 2004 ATRA. All Rights Reserved
 210 IMPORT

4L30E
TCM Pin Charts (Type 3)

Pin Function Condition Signal

Key off 0v
A1 5v reference to TPS
Key on 5v
A2 Knock sensor
A3
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A4 Keep alive power Always B+

A5 Idle air control valve
A6 Idle air control valve
A7 Idle air control valve
A8 Idle air control valve
Light off B+
A9 Fluid temp light
Light on < 0.1v
Light off B+
A10 Winter mode indicator light
Light on < 0.1v
Light off B+
A11 Power mode indicator light
Light on < 0.1v
A12 EHCU
A13 Malfunction indicator lamp

Light off B+
A14 Check trans indicator light
Light on < 0.1v
A15 VSV duty solenoid
During drive engagement Approx.50-75% Duty cycle
After engagement 0% Duty cycle (sol off)
A16 Band apply solenoid
During a 3-2 or 3-1
25%-75% (-)
Kickdown & 3-2 coast
down Duty cycle
B1
B2 Ignition coil #4
B3 Ignition coil #2
© 2004 ATRA. All Rights Reserved
 IMPORT 211

4L30E
TCM Pin Charts (Type 3) (continued)
Pin Function Condition Signal
B4 Ignition coil #6
B5 Fuel tank sensor
B6 Vapor sensor
B7 EGR
B8 Intake air temperature sensor
B9
Power steering pressure
B10
switch
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B11
B12 Tail relay
B13 Class 2 data
B14 A/C compressor relay
B15 Low fuel warning light
B16 Fuel gauge
C1 Injector #4
Solenoid off B+
C2 2-3 shift solenoid
Solenoid on < 1v
C3 Injector #6
C4 Ignition coil #1
C5 Crank position sensor
C6
C7 Ground Always < 0.1v
C8 Ground Always < 0.1v
C9 Ground Always < 0.1v
C10 Tachometer
C11 VSV intake air
C12 AC generator
C13 Canister purge
C14 O2 B
C15 O2 B
C16 O2 D
D1 Injector #2
Solenoid off < 1v
D2 TCC solenoid
Solenoid on B+
D3 Injector #1
© 2004 ATRA. All Rights Reserved
 212 IMPORT

4L30E
TCM Pin Charts (Type 3) (continued)
Pin Function Condition Signal
D4 Serial data Key on 5v
D5 Ignition coil #5
D6 Ignition coil #3
D7 VSS (meter) Wheels turning DC freqency
D8 Ground Always < 0.1v
D9 Ground Always < 0.1v
D10 Mass air flow
D11 Cam position sensor
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D12 O2 C
D13 O2 C
D14 O2 A
D15 O2 A
D16 O2 D
Wheels stopped 0V
E1 VSS (+)
Wheels spinning Above 1v AC
E2 VSS (-) Always < 0.1v
Idle 0.7-0.9 Amps
E3 Force motor (-)
Full throttle 0.1-0.2 Amps
Idle 0.7-0.9 Amps
E4 Force motor (+)
Full throttle 0.1-0.2 Amps
Key off 0v
E5 Ignition
Key on B+
E6 EGR
R, N, D, 3 B+
E7 Trans range position “B”
All others 0v
Idle 0.5v
E8 TPS
Full throttle 4.0-4.3v
E9 Coolant temperature Operating temp Approx 2.0-2.5 v
E10
E11
P, R, 3, 2 B+
E12 Trans range position “A”
All others 0v
E13 To fuel pump relay
© 2004 ATRA. All Rights Reserved
 IMPORT 213

4L30E
TCM Pin Charts (Type 3) (continued)
Pin Function Condition Signal
Key off 0v
Power relay output ok to
E14
excep TCC Solenoid Engine running B+
E15 A/C thermo relay
Key off 1.0-2.0v
E16 Power from PCM main relay
Key on B+
F1
D, 3, 2, L B+
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F2 Trans range position “C”

All others 0v
P, N, 3, L B+
F3 Trans range position “P”
All others 0v
Brake released 0v
F4 Brake switch
Brake applied B+
Switch released B+
F5 Power switch
Switch depressed < 0.1v
Switch released B+
F6 Winter mode switch
Switch depressed < 0.1v
32° F (0° C) 65K ohms
68° F (20° C) 25K ohms
F7 Fluid temp
176° F (80° C) 2.5K ohms
248° F (120° C) 780 ohms
Idle 1.0-1.4 v
F8 MAP sensor
Full stall 4.5-4.9v
F9
Off B+
F10 Cruise control
On < 1v
Full throttle < 0.1v
F11 Kickdown switch
All other B+
F12 Serial data
F13 Injector #3
Solenoid off B+
F14 1-2/3-4 shift solenoid
Solenoid on < 1v
F15 Injector #5
Key off 1.0-2.0v
F16 Power from PCM main relay
Key on B+
© 2004 ATRA. All Rights Reserved
 214 IMPORT

4L30E
TCM Pin Charts (Type 5) (continued)

Pin Function Condition Signal

In Park or
< 0.1v
1 P/N out neutral
All other ranges 9.0-13.5v
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2 N/A - -
3 VSS (+) (between pin 3 &5) Wheels spinning Above 1v AC
Varies duty
4 Torque control output to ECM During upshift cycle
3-4 pulses
5 VSS (-) (between pin 3 &5) Wheels spinning Above 1v AC
6 N/A - -
Light off B+
7 Sport mode indicator
Light on < 0.1v
D, 3, 2, L B+
8 Trans range position “C”
All others 0v
Traction control torque reduction Normal 80-90% duty
9
request input (always 100 Hz) Active 30-40% duty
10 N/A - -
11 Engine RPM signal Engine running DC frequency
Light off B+
12 Winter mode indicator light
Light on < 0.1v
13 Serial data
14 N/A - -
Full throttle < 0.1v
15 Kickdown switch (some models)
All other B+
16 Fluid temp sensor ground Always < 0.1v
17 N/A - -
18 VSS shield ground Always < 0.1v
19 Ground Always < 0.1v
20 N/A - -
© 2004 ATRA. All Rights Reserved
 IMPORT 215

4L30E
TCM Pin Charts (Type 5) (continued)
Pin Function Condition Signal
Compressor off < 1v
21 A/C request input
Compressor on B+
32° F (0° C) 65K ohms
68° F (20° C) 25K ohms
22 Fluid temp
176° F (80° C) 2.5K ohms
248° F (120° C) 780 ohms
P, R, 3, 2 B+
23 Trans range position “A”
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All others 0v
24 N/A - -
25 N/A - -
R, N, D, 3 B+
26 Trans range position “B”
All others 0v
27 N/A - -
28 Keep alive power Always B+
Light off B+
29 Check trans indicator light
Light on < 1v
30 N/A - -
Switch released B+
31 Winter mode switch
Switch depressed < 0.1v
32 Data output to ECM
P, N, 3, L B+
33 Trans range position “P”
All others 0v
Switch released B+
34 Sport mode switch
Switch depressed < 0.1v

35 Ground Always < 0.1v

36 N/A - -
Key off 0v
37 Ignition
Key on B+
Solenoid off B+
38 TCC solenoid
Solenoid on < 1v
© 2004 ATRA. All Rights Reserved
 216 IMPORT

4L30E
TCM Pin Charts (Type 5) (continued)
Pin Function Condition Signal
Brake released < 1v
39 Brake switch
Brake depressed B+
Idle 0.7-0.9 Amps
40 Force motor (+)
Full throttle 0.1-0.2 Amps
Idle 0.7-0.9 Amps
41 Force motor (-)
Full throttle 0.1-0.2 Amps
42 N/A - -
ProCarManuals.com

Solenoid off B+
43 2-3 shift solenoid
Solenoid on < 1v
44 Torque reduction signal Varies with TPS 25-60%
During drive Approx. 75%
engagement Duty cycle
0% Duty cycle
After engagement
45 Band apply solenoid (sol off)
During a 3-2 or 3-1
25%-75% Duty
Kickdown & 3-2
cycle
coast down

46 N/A - -

47 N/A - -

Solenoid off B+
48 1-2/3-4 shift solenoid
Solenoid on < 1v
49 N/A - -
50 N/A - -
51 N/A - -
52 N/A - -
53 N/A - -
Key off 0v
Power relay output to 1-2/3-4, 2- Key on B+
54
3, band apply and TCC solenoids
W/solenoid codes 0v
TPS signal from ECM (always Idle 9-10 % duty
55
100 Hz) Full throttle 88-90% duty
© 2004 ATRA. All Rights Reserved
 IMPORT 217

4L30E
TCM Pin Charts (Type 6)

Pin Function Condition Signal

1 N/A - -
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Shifter lock solenoid (some Solenoid off B+

2
models) Solenoid on < 1v
3 N/A - -
During drive engagement Approx. 75% Duty cycle
Above 8-10 MPH 0% Duty cycle (sol off)
4 Band apply solenoid
During a 3-2 or 3-1 kickdown
25%-75% Duty cycle
& 3-2 coast down
Idle 0.7-0.9 Amps
5 Force motor (-)
Full throttle 0.1-0.2 Amps
6 Ground Always < 0.1v
7 N/A - -
(Catera) R, N, D, 3 B+
8 Trans range position “B” (BMW) P, N B+
All others 0v
(Catera) P, N, 3, L B+
9 Trans range position “P” (BMW) P, D, 3 ,2 B+
All others 0v
Brake released 0v
10 Brake switch (some models)
Brake depressed B+
11 N/A - -
Sport mode switch (some Sport mode off B+
12
models) Sport mode on 0v
Manual mode off B+
13 Manual (winter) mode switch
Manual mode on 0v
14 VSS (-) (between pin 14 & 42) Wheels spinning Above 1v AC

© 2004 ATRA. All Rights Reserved

 218 IMPORT

4L30E
TCM Pin Charts (Type 6) (continued)

Pin Function Condition Signal

15 VSS shield ground Always < 0.1v
16 N/A - -
Sport mode indicator light (some Light off B+
17
models) Light on < 1v
Full throttle 0v
18 Kickdown switch (some models)
All other B+
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19 ABS/ASC signal (some models)

Auto mode off B+
20 Auto mode switch (some models)
Auto mode on 0v
21 Fluid temp ground Always < 0.1v
32° F (0° C) 65K ohms
68° F (20° C) 25K ohms
22 Fluid temp
176° F (80° C) 2.5K ohms
248° F (120° C) 780 ohms
23 N/A - -
24 N/A - -
Check trans indicator (some Light off B+
25
models) Light on < 1v
26 Keep alive power Always B+
Light off B+
27 Manual (winter) mode indicator
Light on < 1v
28 Ground Always < 0.1v
29 N/A - -
Solenoid off B+
30 1-2/3-4 shift solenoid
Solenoid on < 1v
31 N/A - -
Solenoid off B+
32 TCC solenoid
Solenoid on < 1v
Solenoid off B+
33 2-3 shift solenoid
Solenoid on < 1v
34 Ground Always < 0.1v
35 N/A - -
(Catera) P, R, 3, 2 B+
36 Trans range position “A” (BMW) P, R, N, 2 B+
All others 0v
© 2004 ATRA. All Rights Reserved
 IMPORT 219

4L30E
TCM Pin Charts (Type 6) (continued)
Pin Function Condition Signal
(Catera) D, 3, 2, L B+
37 Trans range position “C” (BMW) N, 3, 2, L B+
All others 0v
38 N/A - -
39 N/A - -
Engine RPM signal (some
40 Engine running DC frequency
models)
41 N/A - -
42 VSS (+) (between pin 14 & 42) Wheels spinning Above 1v AC
ProCarManuals.com

43 N/A - -
44 N/A - -
Light off B+
45 Auto mode indicator
Light on < 1v
A/C compressor on signal (some Compressor off B+
46
models) Compressor on 0v
47 N/A - -
Brake switch test signal (some Brake released B+
48
models) Brake depressed 0v
49 CAN LOW (some models) 2.5v
50 CAN HIGH (some models) 2.5v
51 Serial data (some models)
Idle 0.7-0.9 Amps
52 Force motor (+)
Full throttle 0.1-0.2 Amps
Key off 0v
Power relay output to 1-2/3-4, 2-
53 Key on B+
3, band apply and TCC solenoids
W/solenoid codes 0v
Key off 0v
54 Ignition
Key on B+
Key off 0v
55 Ignition (some models)
Key on B+
56 N/A - -
Cruise control signal (some
57
models)
58 N/A - -
59 N/A - -
Program voltage from data link
60
(some models)
61 N/A - -
© 2004 ATRA. All Rights Reserved
 220 IMPORT

4L30E
TCM Pin Charts (Type 6) (continued)
Pin Function Condition Signal
62 N/A - -
63 N/A - -
64 N/A - -
65 N/A - -
66 N/A - -
67 N/A - -
68 N/A - -
69 N/A - -
ProCarManuals.com

70 N/A - -
71 N/A - -
72 N/A - -
73 N/A - -
74 N/A - -
75 N/A - -
76 N/A - -
77 N/A - -
78 N/A - -
79 N/A - -
80 N/A - -
81 N/A - -
82 Connected to pin 83 (some models)

83 Connected to pin 82 (some models)

84 N/A - -
85 CAN LOW (some models) 2.5v
86 CAN HIGH (some models) 2.5v
87 RXD Data Link (some models) B+
88 TXT Data link (some models) B+

© 2004 ATRA. All Rights Reserved

 IMPORT 221

NOTES:
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 222 IMPORT

ATEC Import
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 223

450-43LE Contents
450-43LE
Self Diagnosis Information ...... 224
Checking for Codes ................. 225
Self Diagnostic Results ............ 226
Codes ...................................... 227

Clearing the Codes .................. 228

Component Location ............... 229
ProCarManuals.com

Wiring Diagram ....................... 230

TCM Pin Locations .................. 231
TCM Pin Specifications ............ 232
One-Way Clutch Rotation ........ 235
Air Checking the System ......... 236
Checkball Locations ................ 237
EPC Location........................... 239
Solenoid Locations .................. 240
Valve Body Exploded View ....... 241
TCC Erratic Operation ............. 244
Low Line Pressure ................... 245

© 2004 ATRA. All Rights Reserved

 224 IMPORT

450-43LE
Self-Diagnostic Information
NPR, FUSO
There are only 13 components that will cause the “Check Trans” light to
illuminate.

1. Vehicle Speed Sensor #1

2. Engine Speed Sensor

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3. Transmission fluid sensor

4. Inhibitor Switch

5. Throttle Position Sensor

6. Vehicle Speed Sensor#2

7. SS#1

8. SS#2

9. Timing Solenoid

10. TCC Solenoid

11. EPC Solenoid

12. Exhaust Brake Solenoid

13. Engine Warming sensor

© 2004 ATRA. All Rights Reserved

 IMPORT 225

450-43LE
Checking for Codes

As a pretest procedure, the “Check Trans” light will come ON when the igni-
tion key is turned to the ON position. This tests the operation of the light bulb
and connection from the TCM to the check engine light.

When the Throttle Position Sensor, Vehicle Speed Sensor, Solenoids, or any
one of the 13 components start to malfunction when the vehicle is running, the
“Check Trans” light will start to blink to warn the driver.
ProCarManuals.com

The “Check Trans” light begins to blink as soon as a problem occurs during
driving conditions and keeps blinking until it is corrected.

© 2004 ATRA. All Rights Reserved

 226 IMPORT

450-43LE
Self- Diagnostic Results

The DLC (Data Link Conector) is a Green three-pin connector and it is tied to
the support bracket located under the brake and clutch fluid tank.

A DTC can be retrieved by

jumping a wire from terminal 1 Green Three
(Black/White) and terminal 3 Pin Connector
(Black) located at both ends of the
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Data Link Connector.

When no problem exists, the display flashes “1” repeatedly. When a

malfuntion exists, the DTC is displayed three times repeatedly. When two or more
DTCs are generated, they are all displayed three times repeatedly, one at a time,
starting with the lowest code number first.

© 2004 ATRA. All Rights Reserved

 IMPORT 227

450-43LE
Codes
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 228 IMPORT

450-43LE
Clearing Codes

You can use the factory scan tool (Tech 2 or Mastertech), to clear the codes.
However, if a Factory scan tool is unavailable, perform the following operation.

1. Turn the key switch to the ON position, but DO NOT start the engine.
(=No Engine RPM/No vehicle speed)

2. Connect a jumper terminal to pins 1 and 3 of the DLC.

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(=Self-diagnostic is started)

3. Select “N” (Neutral) Range

(=”N” range signal is sent)

4. Depress brake pedal fully

(=Brake switch is ON)

5. Depress accelerator pedal fully.

(=Kick-down switch is ON)

6. The Check Trans light will flash rapidly (“ON”-0.2 sec, “OFF”-0.2 sec) for ten
seconds if the clear memory operation is successful.

© 2004 ATRA. All Rights Reserved

 IMPORT 229

450-43LE
Component Locations
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 230 IMPORT

450-43LE
Wiring Diagram
Color Abbreviations:
L-Blue G-Green B-Black
W-White P-Purple Y-Yellow
R-Red O-Orange
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© 2004 ATRA. All Rights Reserved

 IMPORT 231

450-43LE
TCM Pin Location
C229 C230 C231
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© 2004 ATRA. All Rights Reserved

 232 IMPORT

450-43LE
TCM Specifications
B229 B230 B231
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© 2004 ATRA. All Rights Reserved

 IMPORT 233

450-43LE
TCM Specifications (continued)
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© 2004 ATRA. All Rights Reserved

 234 IMPORT

450-43LE
TCM Specifications (continued)
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 235

450-43LE
Sprag Rotation
Low One-way Clutch

The Low one-way clutch is connected to the case and the Planetary rotates
clockwise.
ProCarManuals.com

Holding Holding

© 2004 ATRA. All Rights Reserved

 236 IMPORT

450-43LE
Air Checking

O/D Clutch
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O/D Brake

Front
Clutch

2nd Brake

Low &
Reverse
Plug this hole here
during the Rear Rear Clutch
clutch check
© 2004 ATRA. All Rights Reserved
 IMPORT 237

450-43LE
Checkball Location
Lower Valve body

Relief Valve and Check ball

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© 2004 ATRA. All Rights Reserved

 238 IMPORT

450-43LE
Checkball Location (continued)
Upper Valve Body

Filter
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© 2004 ATRA. All Rights Reserved

 IMPORT 239

450-43LE
EPC Location

The EPC solenoid can be installed upside down. Be sure when reinstalling
the EPC solenoid that the slots are pointing toward the worm tracks on the upper
valvebody.
ProCarManuals.com

Description Resistance
EPC 3.5-5.5 ohms

Install the EPC as shown

© 2004 ATRA. All Rights Reserved

 240 IMPORT

450-43LE
Solenoid Location

Description Resistance
SS1 10-20 ohms
SS2 10-20 ohms
TCC 10-20 ohms
Timing 10-20 ohms
ProCarManuals.com

Timing Solenoid

SS1 Solenoid

SS2 Solenoid

TCC Solenoid

© 2004 ATRA. All Rights Reserved

 IMPORT 241

450-43LE
Valve Body Exploded View
Lower Valve Body
ProCarManuals.com

ID Description
1 Manual Valve
2 2-3 Timing Valve
3 1-2 Shift Valve
4 3-4 Shift Valve
5 CO Exhaust Valve
6 Cut-Back Valve
7 Pressure Relief Valve
8 Lock-Up Control Valve

© 2004 ATRA. All Rights Reserved

 242 IMPORT

450-43LE
Valve Body Exploded View (continued)
Upper Valve Body
ProCarManuals.com

ID Description
1 2-3 Shift Valve
2 Orifice control Valve
3 Accumulator Control Valve
4 Lock-Up Signal Valve
5 Reducing Valve
6 Throttle Valve

© 2004 ATRA. All Rights Reserved

 IMPORT 243

450-43LE
Valve Body Exploded View (continued)
Upper Valve Body (continued)
ProCarManuals.com

ID Description
7 Check Valve
8 Low Inhibitor Valve
9 Low coast Modulator Valve
10 Reverse Inhibitor Valve
11 Modulator Valve
12 Secondary Regulator Valve

© 2004 ATRA. All Rights Reserved

 244 IMPORT

450-43LE
Erratic TCC Operation
Missing Lock-Up control valve clip
The Lock-Up control valve clip may fall out during the disassembly of the valve
body. Take extra measures during the reassembly to ensure the clip is installed
correctly
ProCarManuals.com

Correct location and

installation

© 2004 ATRA. All Rights Reserved

 IMPORT 245

450-43LE
Low Line Pressure

The correct installation of the EPC solenoid is critical. The EPC should be
facing the Lower valve body. If you’re not sure about the location or installation,
look inside the valve body bore. The lands will help you locate the correct posi-
tion.
ProCarManuals.com

Line pressure from

the regulator valve

Exhaust
Pressure In
Exhaust Pressure Out

Exhaust

© 2004 ATRA. All Rights Reserved

 246 IMPORT

NOTES:
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 247

ATRA
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 T O G E T T H E B E S T F I LT E R , A S K F O R S P X F I LT R A N .
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Phone: 011.49.2294.9812
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Phone: 405.624.0400
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Beijing, Peoples Republic of China
The #1 Choice of OEM's Worldwide. 100004
Make It Yours. www.spxfiltran.com
 IMPORT 249

Honda
Table Of Contents
BAXA, MAXA, B7XA
4 Cylinder Unit ....................... 250

V6 Unit ................................... 252

Erratic Shifts ........................... 254

Poor Shift Quality.................... 255

ProCarManuals.com

Bindup, Erratic Shifts, Lugs

the Engine .............................. 256

A4RA, B4RA, M4RA

Transaxle ID ............................ 258

Pressure Taps.......................... 259

Wrong Gear Starts................... 260

Cracked 1st Clutch Drum ....... 261

Civic CVT
Valve Body and Solenoid ID ..... 262

© 2004 ATRA. All Rights Reserved

 250 IMPORT

BAXA, MAXA, B7XA

4 Cylinder Unit
Component Identification
Below is an illustration showing various electrical components used in the
BAXA, MAXA, and B7XA family transaxles used on 4 cylinder vehicles.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 251

BAXA, MAXA, B7XA (continued)

4 Cylinder Unit
Pressure Taps
Pressure specifications are 120-130 psi. Line pressure will boost to approxi-
mately 300 psi at full throttle.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 252 IMPORT

BAXA, MAXA, B7XA (continued)

V6 Unit
Component Identification
Below is an illustration showing various electrical components used in the
BAXA, MAXA, and B7XA family transaxles used on V6 vehicles.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 253

BAXA, MAXA, B7XA (continued)

V6 Unit
Pressure Taps
Pressure specifications are 120-130 psi. Line pressure will boost to approxi-
mately 300psi at full throttle.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 254 IMPORT

BAXA, MAXA, B7XA (continued)

Erratic Shifts/Quality
Contamination CPC/Linear Solenoids
Many shift quality complaints including flares, harsh shifts, soft shifts, and
engagement feel problems can be caused by contaminated CPC (Clutch Pressure
Control) or Linear solenoids. Symptoms may be present only when cold. Normal
flushing and cleaning of contaminated solenoids is usually not successful.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 255

BAXA, MAXA, B7XA (continued)

Poor Shift Quality After Overhaul

The following can have a major effect on shift quality:
Fluid type, steel plate finish, and clutch material

Engine performance Adaptive learn: Make sure there are no DTC’s ,

including engine codes.

Relearn Procedure
ProCarManuals.com

1. Start the engine and bring the transmission fluid temperature up to

normal operating temperature of at least 104F°.

2. Turn the engine off and clear the codes.

3. Disconnect the battery. With both battery cables disconnected, touch them
together, then turn on the headlights and press the brake pedal. Turn off
lights, release the brake pedal, and reconnect battery.

4. Start the vehicle and let it idle until the cooling fan comes on.

5. As soon as the fan turns off let it idle in Park for one minute with the brake
applied and all electrical accessories off.

6. Move the gear selector to the Drive position and let it idle for one minute
with the brake applied and all electrical accessories off.

7. Road test the vehicle (do not drive with the wheels off of the ground).
Accelerate lightly to 37 mph without exceeding 2400 rpm, then
let it coast for five seconds (lift throttle).

8. Drive the vehicle at light throttle, automatically upshifting 1-2, 2-3, 3-4
and let it coast to a stop. Repeat this procedure four times.

9. Drive above 37 mph for five minutes.

10. Check for codes.

© 2004 ATRA. All Rights Reserved

 256 IMPORT

BAXA, MAXA, B7XA

Bindups, erratic shifting, lugs engine

A Bindup, Erratic shift and/or engine lugging may be caused by SSB and SSC
harness connectors switched with CPC solenoid A and B harness connectors. Use
wire colors to identify the correct harness connectors.
These wires may not be so easy to cross on a V6 unit, however you can cross
the SSB and SSC solenoid wires; these connectors are the same.
ProCarManuals.com

4 cyl. model shown here

© 2004 ATRA. All Rights Reserved

 IMPORT 257

BAXA, MAXA, B7XA

Long or Delayed 1-2 Upshift

A Long/Delayed 1-2 upshift may be caused by a 2nd clutch pressure switch

failure. This Switch is sensitive to moisture contamination, especially when it is
unplugged. During disassembly of the transmission, do not expose this switches
to water or moisture. Meaning, don’t put it in the parts washer!

When testing the pressure switches, connect a digital volt/ohm meter to the
switch leads. The readings will be either 0 ohms or open (infinite ohms). 0 ohms
ProCarManuals.com

equals pressure below 36 psi, when the pressure rises above 36-40 psi the switch
will open. It is very important that the switch opens and closes every time at the
same pressure, if it does not, replace the switch.

0 ohms = closed
Infinite ohms = open

© 2004 ATRA. All Rights Reserved

 258 IMPORT

A4RA, B4RA, M4RA

Identification

Identifying Honda transmission solenoids and switches can be difficult. Use

the following pages to correctly identify them.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 259

A4RA, B4RA, M4RA

Pressure Taps

Pressure specifications are 120-130 psi. Line pressure will boost to

approximatly 300 psi at full throttle.
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 260 IMPORT

A4RA, B4RA, M4RA

Wrong gear starts with 2nd and 3rd gear only,
mainshaft speed sensor code (P0715)
Shift solenoid feed pipes incorrectly installed may cause a number of shift
concerns including; wrong gear starts or no first no fourth. Use the diagram below
for correct length and location of the feed pipes.
ProCarManuals.com

Shift solenoid feed pipes

© 2004 ATRA. All Rights Reserved

 IMPORT 261

A4RA, B4RA, M4RA

Cracked 1st clutch drum

A cracked 1st clutch drum can cause a number of different concerns. These
concerns may be: Slipping in D on takeoff, OK after 1-2 shift, falls out of gear at a
stop, no forward engagement, 1st clutch failure. These symptoms usually get
worse as the transmission warms up.
Carefully inspect the drum on every one of these units. Many times a crack
ProCarManuals.com

can be difficult to see.

Most common area

of the cracks will be
seen here.

© 2004 ATRA. All Rights Reserved

 262 IMPORT

Civic CVT
Valve Body and Solenoids

Solenoid identification and wire colors.

Solenoid: Measure between: Resistance spec:

Shift Control Linear Solenoid Terminals 3 and 7 3.8 to 6.8 ohms
PH-PL Linear Solenoid Terminals 2 and 6 3.8 to 6.8 ohms
Start Clutch Control Linear Solenoid Terminals 4 and 8 3.8 to 6.8 ohms
ProCarManuals.com

Inhibitor Solenoid Terminal 5 and the valve body 11.7 to 21.0 ohms

2 3 4

5 6 8
7

© 2004 ATRA. All Rights Reserved

 IMPORT 263

NOTES:
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 Some people take their rebuilds...
ProCarManuals.com

...to the edge.

When a rebuild leaves your shop,
your reputation is on the line. You
have no control over what happens
next – heat, cold, dust, stop, go –
the only thing you can control is what
parts you use. That’s why you’ll want
to go with a name you can depend
on – Raybestos Powertrain.

• OEM Parts
• Quality Guaranteed
• Fewer Comebacks
• American Made

964 East Market Street, Crawfordsville, IN 47933 • Toll Free: 800-729-7763 • Fax: 765-364-4576
Email: [email protected] • Online: www.raybestospowertrain.com
 IMPORT 265

ZF5HP19FL
Table Of Contents
ZF5HP19FL
Transmission ID ...................... 266

Application and General

Information ............................. 267

Oil Pan and Refill Procedure ... 268

Clutch and Band Application .. 269

ProCarManuals.com

Air Checking the Case............. 270

Front Seal and Deflector

Damage................................... 271

Pump Disassembly .................. 272

D Clutch Failure, No Reverse .. 274

Sprag Rotation ........................ 275

Valve Body Exploded View ....... 276

Transfer Plate and Orifices ...... 270

© 2004 ATRA. All Rights Reserved

 266 IMPORT

ZF5HP19FL
Transmission Identification

Identifying the ZF transmission tag is easy. The tag refers directly to the
model of the transmission. It will also give you a part number to referances.
ProCarManuals.com

This transmission is from an Audi

© 2004 ATRA. All Rights Reserved

 IMPORT 267

ZF5HP19FL
Application and General Information

01V Transmissions
Trans Code Letters DRD DSS EBD
ProCarManuals.com

Date Manufactured Apr-97 May-97 01/99-08/00

Vehicle 98-up Passat
Engine 2.8L 2.8L 1.8L
Converter codes F31 F31 M28
st
1 3.665:1
2nd 1.999:1
rd 1.407:1
Transmission Ratios 3
th 1.000:1
4
th 0.742:1
5
Reverse 4.096:1
Input 29 29 29
Intermediate Drive Teeth & Ratios Output 35 29 35
Ratio 1.207:1 1.000:1 1.207:1
Pinion 11 11 11
Final Drive Teeth & Ratios Ring 30 34 30
Ratio 2.727:1 3.091:1 2.727:1
Bus Data Yes Yes No

Hydraulic Control E17 E17 E18/2

* VW models only

© 2004 ATRA. All Rights Reserved

 268 IMPORT

ZF5HP19FL
Oil Pan and Fill Hole

The ZF5HP19FL unit is a Fill for Life fluid. The pan holds 2.7-3.2 quarts of oil
and a complete refill will hold 9.5 quarts of oil. Fill the transmission with the
engine idling and the transmission in park. The oil temperature must be between
95 ºF and 115 ºF.
ProCarManuals.com

Drain Plug

© 2004 ATRA. All Rights Reserved

 IMPORT 269

ZF5HP19FL
Clutch and Band A pplication Chart

E17 Models
Position/Gear Solenoid Valves Clutches Brakes Freewheel
ST
N88 N89 N90 N91 N92 N93 N94 A B E F C D G 1 Gear
Reverse X X X X X X
Neutral X X X X X X
st
D/1 X X X X X X X
ProCarManuals.com

nd
D/2 X X X X X X X X
rd
D/3 X X X X X X X
th
D/4 X X X X X
th
D/5 X X X X X X X
st
2/1 X X X X X X X
th th
D/5 -4 X X X X X (X) X X (X)

E18 Models
Solenoids Clutches
Solenoid Valves Pressure Regulating Clutches Brakes Freewheel
ST
Position/Gear N88 N89 N90 N215 N216 N217 N218 A B E F C D G 1 Gear
Reverse X X X X X X
X X X X X X
st
D/1 X X X X X X X
nd
D/2 X X X X X X X X
rd
D/3 X X X X X X X
th
D/4 X X X X X
D/5th X X X X X X X
st
2/1 X X X X X X X
th th
D/5 -4 X X X X X (X) X X (X)

© 2004 ATRA. All Rights Reserved

 270 IMPORT

ZF5HP19FL
Air Checking the Case

When air checking a case to clutch application, use regulated air pressure at
approximately 30 psi.

Converter charge
ProCarManuals.com

G F WKZ
E

C
D

© 2004 ATRA. All Rights Reserved

 IMPORT 271

ZF5HP19FL
Front Seal and Oil Deflector

When dissassembling the pump assembly, you can choose to remove the oil
deflector or simply stake it in to place. In some cases the oil deflector becomes
loose and can cause the pump bushing to jar loose and spin in the housing. This
can cause severe damage to the hub and seal.
Remove oil deflector or
stake it in place
Front Bushing Wear
ProCarManuals.com

Possible front seal leak due

to the oil deflector becoming
loose and damaging the seal

© 2004 ATRA. All Rights Reserved

 272 IMPORT

ZF5HP19FL
Pump Disassembly

Look here for bushing wear.

ProCarManuals.com

This alignment dowel

is used to align the
pump halves. VERY
IMPORTANT not to
lose it.

© 2004 ATRA. All Rights Reserved

 IMPORT 273

ZF5HP19FL
Pump Disassembly (continued)
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 274 IMPORT

ZF5HP19FL
D Clutch Failure, No Reverse

The rear clutch support housing can become damaged at the key slot area.
During disassembly pay close attention to the key slot area. It may be necessary
to replace the drum assembly.

Note: Also check the case for slot wear.

ProCarManuals.com

Key slot area

G Clutch

F Clutch

D Clutch

© 2004 ATRA. All Rights Reserved

 IMPORT 275

ZF5HP19FL
Sprag Rotation

The sprag is viewed from the front of the case.

Race for the outer

ProCarManuals.com

portion of the sprag and

D clutch

Rear Clutch support

The support locks into

the case using the outer
key of the drum.
© 2004 ATRA. All Rights Reserved
 276 IMPORT

ZF5HP19FL
Main Valve Body Housing
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 277

ZF5HP19FL
Main Valve Body Housing (continued)
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 278 IMPORT

ZF5HP19FL
Converter Lock-up Housing
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 279

ZF5HP19FL
Pressure Modulation Control Body
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 280 IMPORT

ZF5HP19FL
Transfer Plate and Orifices

NOTE: Later units and service updates use a flat disc

ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 IMPORT 281
ProCarManuals.com

© 2004 ATRA. All Rights Reserved

 282 2004 TECHNICAL SEMINAR
ProCarManuals.com

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 283

Reference Contents

Conversion Tables ............................................. 284

Resistor Values ..................................................287
Ohm’s Law ........................................................ 288
Electrical Power ................................................. 288
Electrical Formulas ........................................... 289
Resistors in a Series Circuit ............................... 289
Two Resistors in a Parallel Circuit ...................... 289
Multiple Resistors in a Parallel Circuit ............... 289
ProCarManuals.com

Two Capacitors in a Series Circuit .....................289

Multiple Capacitors in a Series Circuit ............... 289
Capacitors in a Parallel Circuit .......................... 289
Schematic Symbols ............................................ 289
Glossary of Electrical Terms ............................... 290
Abbreviations ....................................................296
Numeric Equivalents ......................................... 297
Membership Information ................................... 299
Seminar Evaluation ........................................... 301

© 2004 ATRA. All Rights Reserved.

 284 2004 TECHNICAL SEMINAR

Conversion Tables
Area Distance
Multiply By To Obtain Multiply By To Obtain
In² 645.2 mm² in 25.4 mm
In² 6.452 cm² in 2.54 cm
In² 0.0069 Ft² mm 0.0394 in
Ft² 0.0929 m² cm 0.3937 in

Ft² 144.0 In² ft 0.3048 meter

m² 10.764 Ft² ft 5280.0 miles

cm² 0.155 In² meter 3.2808 ft

mm² 0.00155 In² mile 1.6093 km

km 0.6214 mile
area of a circle = Sr²
area of a cylinder = Sr²h
ProCarManuals.com

S = 3.14 r = Radius h = Height Pressure

Multiply By To Obtain
Temperature PSI 0.0703 kg/cm²
(F° – 32) x 5 y 9 = C° PSI 0.0689 bar
(C° x 9 y 5) + 32 = F° 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

Continued…

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 285

Conversion Tables (continued)

Torque Weight
Multiply By To Obtain Multiply By To Obtain
in-lbs 0.0833 ft-lbs Grams 0.03527 Ounces
in-lbs 0.113 Nm Ounces 28.3495 Grams
in-lbs 1.152 kg-cm Ounces 0.0625 Pounds
ft-lbs 12.0 in-lbs Pounds 16.0 Ounces
ft-lbs 1.3558 Nm Pounds 0.0005 Tons
ft-lbs 0.138 kg-m Pounds 0.4536 Kilograms
Nm 0.73756 ft-lbs Tons 2000.0 Pounds
Nm 8.8507 in-lbs Tons 907.18 Kilograms
kg-cm 0.8679 in-lbs Kilograms 2.20462 Pounds
ProCarManuals.com

kg-m 7.233 ft-lbs Kilograms 0.001102 Tons

Volume (Cubic Measure) Volume (Liquid Measure)

Multiply By To Obtain Multiply By To Obtain

Cubic in. (in3) 0.01639 Liters Quarts 0.94633 Liters

Cubic in. (in3) 16.387 Cubic cm (cm 3) Pints 0.4732 Liters
Cubic in. (in3) 16387.0 Cubic mm (mm3) Ounces 0.02957 Liters
Liters 61.025 Cubic in. (in3) LIters 1.05672 Quarts
Cubic cm (cm3) 0.06103 Cubic in. (in3) LIters 2.11344 Pints
Cubic mm (mm3) 0.000061 Cubic in. (in3) Liters 33.81497 Ounces

© 2004 ATRA. All Rights Reserved.

 286 2004 TECHNICAL SEMINAR

Conversion Tables (continued)

Duty Cycle/Dwell/Voltage
Duty Cycle (%) Degrees Dwell
Feed Controlled Ground Controlled 4-Cyl Scale 6-Cyl Scale 8-Cyl Scale Voltage*
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
ProCarManuals.com

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

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 287

Resistor Values
If you can read the bands on a ceramic resistor, you can determine its resistance value
and 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 —
ProCarManuals.com

Blue 6 6 6 —

Violet 7 7 7 —

Gray 8 8 8 —

Brown White 9 9 — —
1% Brown — — — 1%

Gold — — — 5%

Silver — — — 10%

Plain — — — 20%

So if the bands are: The resistor value is:

Blue Green Yellow Silver
6 5 0,000 ±10% = 650 kΩ, ±10%
Red Violet Brown Gold
2 7 0 ±5% = 270 Ω, ±5%
White Orange Violet Plain
9 3 0,000,000 ±20% = 930 MΩ, ±20%

© 2004 ATRA. All Rights Reserved.

 288 2004 TECHNICAL SEMINAR

Ohm’s Law
With Ohm’s Law, as long as you have any two
VOLTS circuit values, you can easily calculate the third:
Volts ÷ Amps = Ohms
Volts ÷ Ohms = Amps
AMPS OHMS Amps x Ohms = Volts
ProCarManuals.com

Electrical Power
A measurement of power developed in an electri-
WATTS cal circuit.
Just like with Ohm’s Law, whenever you have two
measurements, you can calculate the third.

VOLTS AMPS Watts ÷ Volts = Amps

Watts ÷ Amps = Volts
Volts x Amps = Watts

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 289

Electrical Formulas
Resistors in a Series Circuit
RTOTAL = R1 + R2 + R3 …

Two Resistors in a Parallel Circuit

R1 x R2
RTOTAL =
R1 + R2

Multiple Resistors in a Parallel Circuit

1
RTOTAL = 1 + 1 + 1
R1 R2 R3 …

Two Capacitors in a Series Circuit

ProCarManuals.com

C1 x C2
CTOTAL =
C1 + C2

Multiple Capacitors in a Series Circuit

1
CTOTAL = 1 + 1 + 1
C1 C2 C3 …

Capacitors in a Parallel Circuit

CTOTAL = C1 + C2 + C3 …

© 2004 ATRA. All Rights Reserved.

 290 2004 TECHNICAL SEMINAR

Schematic Symbols
+ V

+ –

Battery Power Ground

Connected Wires Unconnected Wires

ProCarManuals.com

+ –

Fuse Circuit Breaker Bulb Meter

Pushbutton Switches On/Off Switches

NC Switch NO Switch NC Switch NO Switch

Transformer (Coil) Relay

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 291

Schematic Symbols (continued)

Fixed Resistor Variable Resistor Potentiometer

Diode Zener Diode LED Photodiode

ProCarManuals.com

Fixed Capacitor Fixed Capacitor (Polarized) Variable Capacitor

C E C

B B B

E C E

NPN Transistor PNP Transistor Phototransistor

Crystal

© 2004 ATRA. All Rights Reserved.

 292 2004 TECHNICAL SEMINAR

Glossary of Electrical Terms

Ammeter — Electrical test device that that electrical flow is from positive to
measures current flow in a circuit. negative. More recent studies show
Displays measurement in amperes, that electrons actually flow from
or amps. negative to positive, but most texts
Amperage — Measurement of current flow still prefer to use the conventional
in a circuit. model.

Amperes; Amps — Unit of measurement Current — Electron flow through a circuit,

for reading current flow. Amperage is current is measured in amps.
actually a reading of how many De-energize — To turn off, or shut down a
electrons are moving through a cir- circuit or component.
cuit at any given moment. One amp
Digital — On/off signal. A series of pulses
is the amount of current that one
that are either on or off, which pro-
volt will push through one ohm of
vide information by varying fre-
resistance.
quency, or which control a circuit by
ProCarManuals.com

Analog Meter — Measurement device that varying frequency, duty cycle or on-
provides readings using a needle, time.
instead of a digital output. Analog
Digital Multimeter — Also DMM; DVOM;
meters measure constantly, so the
Digital Volt-Ohmmeter. Electrical
reading you see is the value taking
device that provides measurements
place right now. But analog meters
of electrical circuits, using a digital
tend to be less accurate than digital
display. Digital meters and oscillo-
meters, and the reading only up-
scopes read a circuit through sam-
dates as quickly as the needle can
pling; how accurate your measure-
move.
ment is depends on how many
B+ — Battery power. samples the meter takes per second.
Closed Circuit — A complete electrical Digital Volt-Ohmmeter — See Digital
path that provides the means for Multimeter.
electricity to perform work. A closed
Distributorless Ignition System — Also
circuit allows current to flow from its
Electronic Ignition. A type of ignition
source, through the resistances, and
that doesn’t use a distributor to
back to its source.
provide spark to the cylinders. These
Computer — Also controller; microproces- systems usually provide spark
sor. Device that provides the com- through a process known as
mands necessary to operate the “wastespark”; a process which pro-
engine or transmission, based on vides spark to two cylinders at once.
inputs from a series of sensors and One cylinder fires; the other receives
switches. spark on its exhaust stroke — that
Controller — See Computer. cylinder’s spark is “wasted.” Ford
uses this term to identify one of its
Conventional Electrical Theory — Elec- electronic ignition system.
trical circuit model which indicates Continued…

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 293

Glossary of Electrical Terms (cont)

Diode — An electrical one-way shutoff circuit, as defined by the conven-
valve. A diode is a semiconductor, tional electrical theory. More recent
designed to allow current flow in one studies show that electrons actually
direction, but not in the other direc- flow in the opposite direction of that
tion. These devices are commonly shown by conventional theory, but
used to control the spark that devel- it’s still the most common model for
ops when an electromagnetic coil de- electrical circuits.
energizes, and the magnetic field Grounded Circuit — An electrical circuit
collapses. failure that keeps the circuit ener-
Duty Cycle — A signal that varies its gized all the time, regardless of
relationship between on-time and switch or relay position. Also known
off-time. Duty cycle signals usually as a short-to-ground.
control a computer output device, Hertz — Also Hz. Unit of measurement for
such as an electronic pressure con- frequency; the number of complete
trol solenoid: The longer the signal
ProCarManuals.com

cycles that take place in one second.

on-time, the longer the solenoid A signal that repeats itself 20 times
remains open, so the lower mainline every second has a frequency of 20
pressure becomes. Hertz.
Electrostatic Discharge — Electrical High Impedance — Having high resistance
potential that releases suddenly; the to electrical flow. Usually used to
“shock” you feel when you touch a describe electrical meters. When
doorknob on a dry day is electro- used to test an electronic circuit, a
static discharge. That “shock” can low impedance meter would affect
damage or destroy electronic compo- the characteristics of the circuit. The
nents. That’s why it’s important to higher the meter’s impedance, the
take precautions — wear a static less effect it will have on the circuit,
strap, never touch the terminals, etc. so the less change it will make to the
— when working with electronic circuit operation when connected.
devices.
Intermittent — Taking place in an irregu-
Energize — To turn on a circuit or compo- lar or unpredictable cycle. An inter-
nent; provide with power and mittent problem or failure may hap-
ground, to enable an electrical device
pen one moment, then not be there
to operate.
the next. That’s why intermittent
Engine Control Module — Also ECM. SAE failures are often difficult to isolate.
J-1930 term for a device that con-
Light-Emitting Diode — Also LED. A
trols only engine operation. See also
semiconductor that lights when
PCM, TCM, Computer.
energized, much like a light bulb.
Frequency — The number of complete But, unlike a light bulb, an LED
oscillations, or cycles, that occur requires very little current, and that
each second. Measured in Hertz. current flow must be in a specific
Ground — The return side of an electrical
Continued…

© 2004 ATRA. All Rights Reserved.

 294 2004 TECHNICAL SEMINAR

Glossary of Electrical Terms (cont)

direction, or the LED won’t light. voltage signal, based on its position
Microprocessor — See Computer. along the resistor.

Ohm — Unit of resistance measurement. It Powertrain Control Module — Also PCM.

takes one volt to push one amp of SAE J-1930 term for a computer that
current through one ohm resistance. controls engine and transmission
operation. A PCM may also control
Ohmmeter — Electrical device for measur- other systems, including cruise con-
ing resistance in a circuit or compo- trol, A/C system, antilock brakes,
nent. etc., but it must control engine and
Ohm’s Law — Principle that defines the transmission to be called a PCM. See
relationship between pressure (volt- also ECM, TCM.
age), flow (amperage) and resistance Pulse Generator — An AC generator that
(ohms). Ohms x Amps = Volts; Volts ¸ develops a frequency signal that
Ohms = Amps; Volts ÷ Amps = varies with the rotational speed of an
Ohms.
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internal transmission component,

Open Circuit — An incomplete electrical such as a sun shell, turbine shaft or
path that won’t provide the means output ring gear. The computer uses
for electricity to perform work. An this signal to measure the
open circuit prevents current flow, component’s RPM. From this, the
so the circuit won’t operate. computer can determine when to
shift, when a shift is complete, or if a
Oscilloscope — An electrical test device clutch is slipping.
that maps voltage changes in a cir-
cuit over a specific amount of time. Pulse Width Modulated — Also PWM. A
An oscilloscope displays the voltage signal that varies its relationship
signal as a picture, to show how between on-time and off-time. Pulse
voltage changes through the width modulated signals usually
component’s operating cycle. control a computer output device,
such as an electronic pressure con-
Parallel Circuit — An electrical circuit trol solenoid: The longer the signal
designed with multiple paths on-time, the longer the solenoid
through the circuit, so that not all of remains open, so the lower mainline
the current must pass through all of pressure becomes. See Duty Cycle.
the loads in the circuit. If one leg of a
parallel circuit opens, it won’t pre- Relay — An electrical device that allows a
vent the other legs from operating. low current circuit to control a high
current circuit. Energizing a relay
Potentiometer — A three-wire sensor that energizes an electromagnet, which
modifies a voltage signal based on opens or closes a set of contacts, to
movement or position. Potentiom- provide power or ground to a circuit
eters receive a regulated voltage that would normally require too
signal to one end of a resistor, and much current for the device control-
ground to the other; a wiper slides
along the resistor, and picks up the Continued…

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 295

Glossary of Electrical Terms (cont)

ling the circuit.
Resistance — The ability of a circuit or
device to reduce or limit current
flow.
Resistor — A device that limits or reduces
current flow in a circuit.
Sensor — A device that provides signals to
the computer, based on engine or
transmission operating conditions.
The computer uses these signals to
control engine operation more pre-
cisely.
Serial Data — A digital signal from the
computer, to communication infor-
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mation with other computers or scan

tools. Scan tools can provide the
actual sensor readings the computer
sees, and outputs from the com-
puter, by interpreting serial data
signals.
Series Circuit — An electrical circuit in
which all of the loads are wired end
to end, in such a way that forces all
of the current passing through the
circuit to travel through all of the
loads. If one load in a series circuit
opens, it will prevent the other loads
from operating.
Short Circuit — An electrical circuit with-
out the resistance necessary to oper-
ate properly. Because of this lost
resistance, these circuits will often
burn up, unless protected by a fuse
or circuit breaker. Not to be con-
fused with a grounded circuit.
Shrink Tubing — An insulating material
that shrinks to seal a connection
when you apply heat.
Solenoid — An electrical device that turns
electrical signals into movement or
work. Solenoids can control lever
movement, such as throttle kickers,
or can control vacuum or hydraulic © 2004 ATRA. All Rights Reserved.
flow. The solenoids you’ll most likely
 296 2004 TECHNICAL SEMINAR

Abbreviations
Abbr. Description kHz Kilohertz
A Ammeter Abbr. Description
AC Alternating current kV Kilovolt
B, b Base electrode, units with single kW Kilowatt
base kWH Kilowatt hour
°C Degrees Celsius or centigrade lb Pound
C Capacitance, capacitor M Mega; x1,000,000
C, c Collector electrode m Milli; one-one thousanth; 1/1000;
cm Centimeter 0.001
cu Cubic mf, mfd Microfarad
db Decibels MHz Megahertz
DC Direct current mm Millimeter
dm Decimeter NC Normally closed
DPDT Double-pole, double-throw switch Nm Newton-meter
DPST Double-pole, single-throw switch NO Normally open
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E, e Emitter electrode R Resistance; resistor

E, e Voltage SPDT Single-pole, double-throw switch
mf Microfarad SPST Single-pole, single-throw switch
°F Degrees Fahrenheit t Time
F, f Frequency T Temperature
flu Fluid V, v Volt; voltmeter
FM Frequency modulation VBB Base supply voltage (DC)
g Gram VBC Base-to-collector voltage (DC)
gnd, grd Ground VBE Base-to-emitter voltage (DC)
Hg Mercury VCB Collector-to-base voltage (DC)
Hz Hertz VCC Collector supply voltage (DC)
I Current VCE Collector-to-emitter voltage (DC)
IB Base current (DC) VEB Emitter-to-base voltage (DC)
IC Collector current (DC) VEC Emitter-to-collector voltage (DC)
IE Emitter current (DC) vee Emitter supply voltage (DC)
k x1000 vF Forward voltage (DC)
kg Kilograms W Watt; work
w Watt
wh, whr Watt-hour

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 297

Numeric Equivalents
Decimal Fraction Drill Tap Decimal Fraction Drill Tap
Inches Inches Millimeters Size Size Inches Inches Millimeters Size Size
0.0078 1
/128 0.1981 0.1130 2.8702 33 6-40 NF
0.0135 0.3429 80 0.1160 2.9464 32
15
0.0145 0.3683 79 0.1172 /128 2.9769
0.0156 1
/16 0.3962 0.1200 3.0480 31 6-48 NS
1
0.0160 0.4064 78 0.1250 /8 3.1750
0.0180 0.4572 77 0.1285 3.2639 30
17
0.0200 0.5080 76 0.1328 /128 3.3731
0.0210 0.5334 75 0.1340 3.4036 4mm - 0.70
0.0225 0.5715 74 4mm - 0.75
0.0234 3
/128 0.5944 0.1360 3.4544 29 8-32 NC
0.0240 0.6096 73 8-36 NF
0.0250 0.6350 72 0.1405 3.5687 28 8-40 NS
9
0.0260 0.6604 71 0.1406 /64 3.5712
0.0280 0.7112 70 0.1440 3.6576 27
3
0.0292 0.7417 69 0.1470 3.7338 26 /16-24 NC
0.0310 0.7874 68 0.1476 3.7500 4.5mm - 0.75
19
0.0312 1
/32 0.7925 0.1484 /128 3.7694
0.0320 0.8128 67 0.1495 3.7973 25 10-24 NC
0.0330 0.8382 66 0.1520 3.8608 24
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0.0350 0.8890 65 0.1540 3.9116 23

5
0.0360 0.9144 64 0.1563 /32 3.9700
3
0.0370 0.9398 63 0.1570 3.9878 22 /16-32 NF
0.0380 0.9652 62 0.1590 4.0386 21 10-32 NF
0.0390 5
/128 0.9906 61 0.1610 4.0894 20
21
0.0400 1.0160 60 0.1641 /128 4.1681
0.0410 1.0414 59 0.1650 4.1910 5mm - 0.90
0.0420 1.0668 58 0.1660 4.2164 19
0.0430 1.0922 57 0.1690 4.2926 5mm - 0.80
0.0465 1.1811 56 0.1695 4.3053 18
11
0.0469 3
/64 1.1913 0-80 NF 0.1719 /64 4.3663
0.0520 1.3208 55 0.1730 4.3942 17
0.0547 7
/128 1.3894 0.1770 4.4958 16 12-24 NC
23
0.0550 1.3970 54 0.1797 /128 4.5644
0.0595 1.5113 53 1-64 NC 0.1800 4.5720 15
1-72NF 0.1653 4.2000 5.5mm - 0.80
0.0625 1
/16 1.5875 0.1820 4.6228 14 12-28 NF
0.0635 1.6129 52 0.1850 4.6990 13 12-32 NEF
3
0.0670 1.7018 51 0.1875 /16 4.7625
0.0700 9
/128 1.7780 50 2-56 NC 0.1890 4.8006 12
2-64 NF 0.1910 4.8514 11
0.0730 1.8542 49 0.1935 4.9149 10 14-20 NS
25
0.0760 1.9304 48 0.1953 /128 4.9606
0.0781 5
/64 1.9837 0.1960 4.9784 9
0.0785 1.9939 47 3-48 NC 0.1990 5.0546 8
1
0.0810 2.0574 46 0.2010 5.1054 7 /4-20 NC
0.0820 2.0828 45 3-56 NF 14-24 NS
13
0.0860 11
/128 2.1844 44 4-36 NS 0.2031 /64 5.1587
0.0890 2.2606 43 4-40 NC 0.2040 5.1816 6
0.0935 2.3749 42 4-48 NF 0.2050 5.2070 6mm - 1.00
0.0938 3
/32 2.3825 1
/8-32 NC 0.2055 5.2197 5
1
0.0960 2.4384 41 0.2090 5.3086 4 /4-24 NS
27
0.0980 2.4892 40 3mm - 0.50 0.2109 /128 5.3569
1
0.0995 2.5273 39 0.2130 5.4102 3 /4-28 NF
7 1
0.1015 2.5781 38 1
/8-40NF 0.2188 /32 5.5575 /4-32 NEF
5-40NC 0.2210 5.6134 2
29
0.1016 13
/128 2.5806 0.2266 /128 5.7556
1
0.1040 2.6416 37 5-44 NF 0.2280 5.7912 1 /4-40 NS
0.1065 2.7051 36 6-32 NC 0.2340 5.9436 A
15
0.1094 7
/64 2.7788 0.2344 /64 5.9538
0.1100 2.7940 35 0.2380 6.0452 B
0.1110 2.8194 34 6-36 NS 0.2400 6.0960 7mm - 1.00
© 2004 ATRA. All Rights Reserved.
 298 2004 TECHNICAL SEMINAR

Numeric Equivalents (continued)

Decimal Fraction Drill Tap Decimal Fraction Drill Tap
Inches Inches Millimeters Size Size Inches Inches Millimeters Size Size
29 1
0.2420 6.1468 C 0.4531 /64 11.5087 /2-20 NF
31 1
0.2422 /128 6.1519 /2-24 NS
59
0.2460 6.2484 D 0.4609 /128 11.7069
1 15
0.2500 /4 6.3500 E 0.4688 /32 11.9075
5 61
0.2570 6.5278 F /16-18 NC 0.4766 /128 12.1056
33
0.2578 /128 6.5481 0.4800 12.1920 14mm - 2.00
31 9
0.2610 6.6294 G 0.4844 /64 12.3038 /16-12 NC
17 63
0.2656 /64 6.7462 0.4922 /128 12.5019
1
0.2660 6.7564 H 0.5000 /2 12.7000 14mm - 1.50
0.2720 6.9088 I 8mm - 1.25 0.5039 12.8000 14mm - 1.25
5 33 9
/16-24 NF 0.5156 /64 13.0962 /16-18 NF
35 17 5
0.2734 /128 6.9444 0.5312 /32 13.0962 /8-11 NC
35
0.2770 7.0358 J 0.5469 /64 13.8913
0.2800 7.1120 8mm - 1.00 0.5590 14.2000 16mm - 2.00
9
0.2810 7.1374 K 0.5625 /16 14.2875
9 5 37 5
0.2813 /32 7.1450 /16-32 NEF 0.5781 /64 14.6837 /8-18NF
37 3
0.2891 /128 7.3431 /8-18NPT
0.2900 7.3660 L 0.5787 14.7000 16mm - 1.50
19 11
0.2950 7.4930 M 0.5938 /32 15.0825 /16-11 NS
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19 39
0.2969 /64 7.5413 0.6094 /64 15.4788
0.3020 7.6708 N 0.6220 15.8000 18mm - 2.50
39 5 11
0.3047 /128 7.7394 0.6250 /8 15.8750 /16-16 NS
41
0.3110 7.8994 9mm - 1.25 0.6406 /64 16.2712
5 3 21 3
0.3125 /16 7.9375 /8-16 NC 0.6562 /32 16.6675 /4-10 NC
0.3160 8.0264 O 0.6614 16.8000 18mm - 1.50
43
0.3190 8.1026 9mm - 1.00 0.6719 /64 17.0663
41 11 3
0.3203 /128 8.1356 0.6875 /16 17.4625 /4-16NF
0.3230 8.2042 P 0.7008 17.8000 20mm - 2.50
45 1
0.3270 8.3058 9mm - 0.75 0.7031 /64 /2-14 NPT
21 23
0.3281 /64 8.3337 0.7187 /32
3 47
0.3320 8.4328 Q /8-24 NF 0.7344 /64
43 3
0.3359 /128 8.5319 0.7500 /4
1 49 7
0.3390 8.6106 R /8-27 NPT 0.7656 /64 /8-9 NC
25
0.3430 8.7122 10mm - 1.50 0.7812 /32
11 51
0.3438 /32 8.7325 0.7969 /64
13 7
0.3480 8.8392 S 0.8125 /16 /8-14 NF
0.3500 8.8900 10mm - 1.25 0.8228 20.9000 22mm - 1.50
45 53 7
0.3516 /128 8.9306 0.8281 /64 /8-18 NS
0.3580 9.0932 T 10mm - 1.0 0.8425 21.4000 24mm - 3.00
23 27
0.3594 /64 9.1288 0.8437 /32
47 55
0.3672 /128 9.3269 0.8594 /64
7 7
0.3680 9.3472 U /16-14 NC 0.8750 /8 1-8 NC
3
0.3750 /8 9.5250 0.8779 22.3000 24mm - 2.00
57
0.3770 9.5758 V 0.8906 /64
29
0.3820 9.7028 11mm - 1.50 0.9062 /32
49 59
0.3828 /128 9.7231 0.9219 /64 1-12 NF
3
0.3860 9.8044 W /4-14 NPT
25 7 15
0.3906 /64 9.9212 /16-20 NF 0.9375 /16 1-14 NS
61
0.3970 10.0838 X 0.9531 /64
51 31
0.3984 /128 10.1194 0.9687 /32
63
0.4040 10.2616 Y 0.9844 /64
13
0.4063 /32 10.3200 1.0000 1
0.4130 10.4902 Z 12mm - 1.75
53
0.4141 /128 10.5181
0.4210 10.6934 12mm - 1.50
27 1
0.4219 /64 10.7163 /2-13 NC
0.4290 10.8966 12mm - 1.25
55
0.4297 /128 10.9144
7 1
0.4375 /16 11.1125 /4-18NPT
57
0.4453 /128 11.3106

© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 299
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© 2004 ATRA. All Rights Reserved.

 300 2004 TECHNICAL SEMINAR
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© 2004 ATRA. All Rights Reserved.

 2004 TECHNICAL SEMINAR 301

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© 2004 ATRA. All Rights Reserved.

 302 2004 TECHNICAL SEMINAR
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© 2004 ATRA. All Rights Reserved.

 Not All Parts are OE Quality;
Some are Just a Little Better...
If the OEM part is just not good enough, request Alto Original Equipment Improvement (OEI™)parts. Alto has pioneered
OEI™ replacement parts for over 20 years. Our innovative designs and aggressive research and development have

S
OE

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PR O DU
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PowerBands® are the
latest innovation to
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technical department.
PowerBands® enhance
Beginning with the first introduction of the TH700R4 extra capacity kit, Alto has
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been developing PowerPack® innovations for 20 years. Alto PowerPacks® have
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become the industry standard in hi-performance and heavy-duty applications.
designed wider than the original band to increase stopping capacity of up
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PowerPacks® are specially engineered clutch packs designed with additional

to 25%. Anchors have been increased in thickness and heat treated when
clutches to increase friction plate capacity. This capacity increase enables torque
required to eliminate premature failures.
load to spread over more friction area, resulting in a clutch pack that can handle
higher torque load with reduced heat generation.
CASE SAVERS™ In certain applications steel plates can
scar the case. Indentations produced by
DRUMSAVERS®
these steels cause the plates to stick and DrumSavers™ prevent
allow metal to enter in the valve body. the replacement of
This plate hang-up causes delayed expensive drums by
engagement. Alto’s patented CaseSaver ™
installing Alto compo-
gives the steel plate a smooth surface to nents that will prevent
interact with; eliminating clutch hang-up further damage to the
and preventing extraneous metal from existing drum, and
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stack-up of the damaged drum, and requires no machining.
RED EAGLE® Innovations and enhancements

HI-PERFORMANCE make Alto the serious racers’

choice. Alto is ALTO PRODUCTS CORP., USA
the leader in Alto Products, an ISO 9002 Manufacturer, is the oldest
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ProCarManuals.com

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