HONDA CIVIC A4RAB4RAM4RA.pdf

"What’s in Store for 2004" S e m i n a r I n f o r m a t i o n GOTO INDEX

Introduction

There use to be a time when someone mentioned the “Big 3,” they would be referring referr ing to G.M., G.M., Ford and Chrysler. C hrysler. That reality is dissipatin di ssipating g rapidly. The “Big 3" today could mean US, Japan and Europe. Europe. What really is a foreign or domestic vehicle these days? The Red and White manuals concentrated on bringing to you information inform ation pertaining pertai ning to US manufacturers manufactur ers meaning G.M., G.M., Ford and Chrysler. Chrysl er. This Blue Manual concentrates on bringing to you information pertaining to the Japanese and European manufacturers. Information on Mitsubishi, Mazda, Nissan, Isuzu, BMW, BMW, VW/Audi are all here and more mor e in this thi s ATSG ATSG Seminar Semin ar “What’s in Store for 2004” technical manual.

No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without written permission of Automatic Transmission Transmission Service Group. Group. This includes all text text illustrations, tables and charts.

The information and part numbers contained in this booklet have been carefully compiled from industry sources known for their reliability, but ATSG does not guarantee its accuracy. Copyright © ATSG 2004 WAYNE COLONNA

DALE ENGLAND

JIM DIAL

TECHNICAL CONSULTANT



PETER LUBAN PETER LUBAN

ED KRUSE



JON GLATSTEIN

GREGORY LIPNICK



GERALD CAMPBELL

DAVID CHALKER



JERRY GOTT

STANTON ANDERSON



MIKE SOUZA

ROLAND ALVAREZ



AUTOMATIC TRANSMISSION AUTOMATIC TRANSMISSION SERVICE GROUP SERVICE GROUP 9200 S. DADELAND BLVD. BLVD. SUITE 720 MIAMI, FLORIDA 33156 (305) 670-4161

2

Precision

2

Precision

"The Seminar to See for 2003" Technical Technical Seminar

INDEX Imports

GOTO PAGE

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PREVIOUS MENU

Imports (Slide) Honda/Acura.......................................................................................................................... 5 BMW/Isuzu............................................................................................................................ 12 Hyundai/Mitsubishi............................................................................................................... 20 Nissan................................................................ ........................................................ ..................................................................... ............. 47 Subaru.................................................................................................................................... 58 Toyota.................................................................................................................................... 61 Volvo...................................................................................................................................... 66 ZF........................................................................................................................................... 78

ADVERTISER'S ADVERTISER' S Borg-Warner...................................................IFC

European Exchange................................... ...... 60

Precision International....................................

2

Techpak........................................................... Insert

Worldwide......................................................

4

Jaggi Import Export......................................... 75

HFT................................................................ 14

ZF Industries................................................. Industries................................................. ... 98

Alto Products.................................................. 21

ATSG............................................................... 100

SPX Filtran................................................. Filtran..................................................... .... 24

Auto Trans Group........................................... Group........................................... . 118

Lory Transmission Parts................................. 35

Raybestos........................................................ 120

Rostra............................................................. 59

TTXE.............................................................. IBC Lube Gard...................................................... . BC

AUTOMA AUTO MATIC TIC TRANSMISSION TRANSMISSION SERVI SERVICE CE GROUP 9200 South Dadeland Boulevard Suite 720 Miami, Florida 33156 (305) 670-4161 WWW.TRANSONLINE.COM WWW.ATSGMIAMI.COM

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Worldwide

"2004" SEMINAR INFORMATION SLIDE

5

HONDA CIVIC A4RA/B4RA/M4RA DELAYED FORWARD ENGAGEMENT, SLIPPING IN LOW GEAR COMPLAINT:

The transmission exhibits a delayed forward engagement and slipping in low gear. A low clutch pressure check indicates pressure that is well below the 130 psi that is required when the transmission is in low gear. When the transmission is disassembled, it is discovered that the low clutch plates are burnt. Inspection of the low clutch feed tube, feed tube o-rings and feed tube bushing indicate these components are in good condition. Low sprag is also in good condition.

CAUSE:

The low clutch drum has developed a hairline crack on the back of the drum close to the mainshaft opening as seen in Figure 1. This crack cannot be seen with the mainshaft nut and conical washer in place.

CORRECTION: Replace the low clutch drum as necessary, with OEM part number listed below. NOTE: A new drum can be purchased for about $25.00. This can be an in vehicle repair by removing the end cover and low clutch drum, with the transmission in the car . SERVICE INFORMATION: Low Clutch Drum Assembly ....................................................................... 22510P4R003

LOW CLUTCH DRUM CRACK DEVELOPS IN THIS AREA

Copyright © 2003 ATSG

Figure 1

Automatic Transmission Service Group


6

HONDA B7XA / B7TA REVERSE GRIND OR BANG COMPLAINT: Some 1999-2000 Honda Odyssey with the B7TA transaxle and 1998-2000 Honda Accord with the B7XA transaxle, may exhibit a complaint of a grind or a bang while the vehicle is driving in Reverse under a load. CAUSE:

The cause may be, insufficient pressure holding the Servo Piston in the Reverse position. This may allow the Servo Piston to drop the Reverse Selector out of Reverse gear creating the bang or grinding sensation.

CORRECTION: Replace the Servo Valve Body , with a "Counter measured" Servo Valve Body, available from Honda, as shown in Figure 1. SERVICE INFORMATION:

SERVO VALVE BODY (Honda part number)............................................27400-P7X-A50

SERVO VALVE BODY

HONDA PART NUMBER 27400-P7X-A50

Z 7 P P

Figure 1



7

HONDA ODYSSEY DESTRUCTION OF THE COUNTERSHAFT SPEED SENSOR

COMPLAINT:

After overhauling a B7TA/B7YA transmission (Figure 1) used in 1999 to 2001 Honda Odyssey Vans with 3.5L engines, during the initial run of the transmission, a popping grinding type noise may be heard followed by the illumination and blinking of the D4 light. No speedometer operation is also observed due to the fact that the output speed sensor is the VSS. When checked for codes, a code 9 or P0720 “ Countershaft Speed Sensor” is retrieved.

CAUSE:

The Countershaft Speed Sensor is located at the top of the transmission as seen in Figure 2. Underneath this sensor is a spacer washer used to maintain proper air gap of the sensor tip (See Figure 3). During the sensor’s removal, it either falls away unnoticed or is forgotten about and during installation it is left out. Or, the spacer is used as washer on the bolt and the washer is mis-located to the top of the sensor. This allows the tip of the sensor to protrude deeper into the case and press on the gear train. When the gea r train rotates, it rips away the tip rendering it completely useless (See Figure 4). NOTE: The Speed Sensor spacer is .104” thick.

CORRECTION: Install a new or good used sensor with the spacer washer.. The spacer washer is approximately 0.104” in thickness and must be placed between the sensor and the case. The tab prevents the washer from spinning around. Erase the code by removing the 7.5 amp BACK-UP fuse from the passenger’s under-dash fuse/relay box for 10 seconds. Start the vehicle and check for proper function of the sensor.



DESTRUCTION OF THE COUNTERSHAFT SPEED SENSOR

B 7 T A

-6

7 1 2 4 2 2 X P 7 T 1 5

Figure 1

2ND CLUTCH PRESSURE SWITCH

COUNTERSHAFT SPEED SENSOR

PRESSURE CONTROL SOLENOID ASSEMBLY MAINSHAFT SPEED SENSOR

GEAR POSITION SWITCH

TCC & SHIFT CONTROL SOLENOID “A” SHIFT CONTROL SOLENOID “B”

SHIFT CONTROL SOLENOID “C”

3RD CLUTCH PRESSURE SWITCH

Figure 2


8


9

DESTRUCTION OF THE COUNTERSHAFT SPEED SENSOR THE SENSOR’S SPACER WASHER MUST BE INSTALLED BETWEEN THE SENSOR AND THE CASE OR SENSOR DAMAGE WILL OCCUR. ( THE SPACER IS .104” THICK)

TIGHTEN TO 8.7 FT LBS

COUNTERSHAFT SPEED SENSOR COUNTERSHAFT SPEED SENSOR O RING

Figure 3

COUNTERSHAFT SPEED SENSOR DESTROYED BY ROTATING GEARTRAIN

Figure 4



10

2003 HONDA ACCORD NO REVERSE COMPLAINT:

The vehicle has gotten stuck in snow or sand. The vehicle now exhibits a “No Reverse” condition. After cycling the ignition key, the “No reverse” condition still exists.

CAUSE:

At some point during the attempt to free the vehicle, the PCM received vehicle speed information that indicated a speed higher than 12 mph in reverse. The PCM initiated the “Reverse Inhibit” function, thereby preventing reverse engagement. The problem is, on the affected vehicles, once the reverse inhibit feature is activated, it cannot be canceled, the vehicle remains in a “No Reverse” condition. The cause is a defective PCM. CAUTION: If this vehicle enters your shop for service, and is equipped with one of these defective PCMs, you can cause this permanent “ No Reverse” condition to occur by running it on the lift.

CORRECTION: The vehicle will have to be returned to the dealer to h ave updated software “Flashed” into the PCM to prevent this from happening again. To verify the “No Reverse” condition is caused by this reverse inhibit problem, check the “RED” wire going to Shift Solenoid “E” using the illustrations in figures 1 and 2. If no voltage is seen on this circuit, the PCM has activated the reverse inhibit feature. SERVICE INFORMATION: The affected vehicles are as follows: 2003 Accord with L4 engine, both 2 and 4 door models with the following VIN numbers: From VIN #.............................1HGCM7xxx3A000001 through 1HGCM7xxx3A023877 From VIN #.............................1HGCM5xxx3A000001 through 1HGCM5xxx3A080789 From VIN#............................. 3HGCM5xxx3A000001 through 3HGCM5xxx3G705659 From VIN #............................ JHMCM5xxx3C000001 through 3HGCM5xxx3C077295

If this update has already been preformed, there will be a punch mark above the NINTH VIN digit as shown below.

.

1HGCXXXXXXXXXXXXX


"2004" SEMINAR INFORMATION SLIDE NO REVERSE

Figure 1

SHIFT SOLENOID “E” RED WIRE AT TERMINAL 3

1 2 3 5 6 7 8

Figure 2


11


12

BMW 530i/540i/740iA/740iLA NO 4th GEAR

COMPLAINT:

After a highway drive the vehicle will no longer shift into fourth gear.

CAUSE:

AGS versions 7.32 and 9.22 have a curve recognition feature which inhibits up shifts while cornering. This up shift prevention feature is activated by the observance of wheel speed differences which occurs when cornering. The inside wheels on the turn spin less than the outside wheels. The problem of a highway run causing this feature to be erroneously activated could be: 1. Tires are inflated unequally 2. Tires are different in size 3. Tires are the same size but are a different brand or make 4. Tires are worn unequally

CORRECTION: Inspect the tires 1. Check and correct for proper inflation 2. Check and correct for proper size and that they are the same on all 4 wheels 3. Check and correct for the proper brand or make (See Figures 1 and 2). Tip: If the problem is new, look for new tires. 4. Check and correct for unequally worn tires, i.e. front end misalignment, deflated or overinflated tire wear, etc..

530i & 540i Tire Application Summer Tires

Wheels

Brands

225/60 R 15 95 V

7 J x 15 H2 Light Alloy ET=20mm

Continental CV 51, Dunlop D40, Dunlop SP Sport 2000, Pirelli P600, Uniroyal Rallye 340/60

240/45 ZR 415

195 TR 415 Light Alloy ET=19mm

Michelin TRX

235/45 ZR 17

8 J x 17 Light Alloy ET=20mm

Michelin Pilot SX MXX3, Pirelli P700Z Figure 1



13

BMW 530i/540i/740iA/740iLA NO 4th GEAR

530i & 540i Tire Application Winter Tires

Wheels

Brands

205/65 R 15 94 QM+S 225/60 R 15 95 QM+S

7 J X 15 H2 Steel ET=20mm

Continental Contact TS 750 Dunlop SP Winter, SP Winter Sports Michelin XM+S100 or 300 Pirelli Winter 190 or 210 Performance Uniroyal MS Plus 3

225/60 R 15 95 QM+S 225/60 R 15 94 QM+S

7 J X 15 H2 Light Alloy Steel ET=20mm

Continental Contact TS 750 Dunlop SP Winter, SP Winter Sports Michelin XM+S300 Pirelli Winter 210 Performance Uniroyal MS Plus 3

240/45 R 415 94 HM+S

195 TR 415 Light Alloy ET=19mm

Michelin TRX M+S 300

740i & 740il Tire Application Summer Tires

Wheels

Brands

225/60 ZR 15

7 J x 15 H2 Light Alloy ET=22mm

Dunlop SP Sport D40, Pirelli P600, Uniroyal Rallye 340/60

Winter Tires

Wheels

Brands

205/60 R 15 95 HM+S

7 J X 15 H2 Light Alloy ET=20mm

Continental Contact TS 750 Michelin XM+S300 or 330 Pirelli Winter 210 Performance Uniroyal MS Plus 3, Dunlop SP Winter Dunlop SP Winter Sport

Figure 2


14

HFT


15

4L30-E BIND ON TAKE-OFF OR BIND ON 2-3 SHIFT COMPLAINT:

Before or after overhaul, vehicles equipped with the 4L30-E transmission may exhibit a binding sensation on take-off when Drive is selected or a binding condition on the 2-3 upshift. NOTE: This may cause continual band or 3rd clutch failure.

CAUSE:

The cause may be, Bind on Take-off The 2-3 shift solenoid, which is Normally Open, may be partially closed from debris, causing the 2-3 shift valve to be partially stroked to the right. This connects a Line Pressure Pressure passage from the Manual Valve to the release side of the servo and 3rd clutch apply. This can create a binding condition because the servo is partially released and the 3rd clutch is partially applied when the servo is supposed to be fully applied. See Figure 3 for partial hydraulic schematics. Bind on the 2-3 upshift The 2-3 shift solenoid, which is Normally Open, may not c lose quickly causing the 2-3 shift valve to be in a position that limits servo release and 3rd clutch pressure creating a bind because the servo is not fully released, when the 3rd clutch is being applied.

CORRECTION: Refer to Figure 1 for for the location location of the 2-3 solenoid, and verify the the 2-3 solenoid's mechanical operation as shown in Figure 2. Ensure that the 2-3 shift valve, which is behind the 2-3 solenoid is not binding in it's bore. Replace the 2-3 2 -3 solenoid as necessary. SERVICE INFORMATION:

2-3 SOLENOID (ISUZU part no.)...................................................................8960 143240 2-3 SOLENOID (G.M. (G.M. part no.).............................. .............................................960142 24



16

2-3 SOLENOID LOCATION 1-2 / 3-4 SOLENOID

BAND APPL AP PLY Y SOLENOID

2-3 SOLENOID

MAIN VALVE BODY

Figure 1

2-3 SOLENOID CHECK OFF

ON OHM VALUE is 18-20 W

Solenoid feed from Manual Valve Connected to the 2-3 Shift Valve

N 2 . O 3 .

N 2 . O 3 .

Solenoid feed from Manual Valve Blocked

To 2-3 Shift Valve

To 2-3 Shift Valve

Summary: When the 2-3 Solenoid Solenoid is OFF, OFF, solenoid feed from theManual theManual Valve, Valve, (Drive ranges) passes thru the solenoid solenoid and is connected to the 2-3 2-3 shift valve stroking stroking it. When the 2-3 Solenoid is ON, solenoid feed from the Manual Valve, Valve, (Drive ranges) is blocked to the 2-3 shift valve keeping the valve from stroking against its spring. Figure 2


"2004" SEMINAR INFORMATION

17

SLIDE PARTIAL HYDRAULIC OF A 1st GEAR COMMAND

TO 2ND CLUTCH

TO 3RD CLUTCH

3RD CLUTCH

1-2 REG FROM MANUAL VALVE D32/1-2

4TH CL FEED 2

OFF

1-2/3-4 N.C.

x

x SERVO RELEASE 4TH CL FEED 1

FROM MANUAL VALVE D32/1-2

ON


2-3 N.O.

x

x 4 T H F E E D 1

x

D 3 2

SERVO APPLY PRESSURE

SERVO RELEASE

ACTUAL GEAR

1st PARTIAL HYDRAULIC OF A 1st GEAR COMMAND WITH 2-3 SOLENOID MECHANICAL FAULT TO 2ND CLUTCH

TO 3RD CLUTCH

3RD CLUTCH

1-2 REG

OFF

THE 3rd CLUTCH IS PARTIALLY APPLIED AND THE SERVO IS PARTIALLY RELEASED CREATING A BINDING CONDITION


4TH CL FEED 2

1-2/3-4 N.C.

x

x SERVO RELEASE

SERVO ASSEMBLY

4TH CL FEED 1


ON


2-3 N.O.

x

DEFECTIVE SOLENOID PARTIALLY STROKING THE 2-3 SHIFT VALVE

x 4 T H F E E D 1

x

D 3 2 SERVO RELEASE

SERVO APPLY PRESSURE

ACTUAL GEAR

1st / 3rd Figure 3



18

ISUZU / HONDA 4L30-E 4TH GEAR STARTS, HARSH 3RD GEAR OR HARSH DOWNSHIFTS COMPLAINT:

Isuzu or Honda vehicles, equipped with the 4L30-E transmission may exhibit 4th gear starts in the Drive position or a harsh upshift to 3rd, or harsh downshifts when slowing to a stop. This may or may not be accompanied by trouble codes 82 or 56, for 1990-93 models, 53 or 54 on 1994-95 models, or P0705 or P0706 on 19 96 and up models.

CAUSE:

The cause may be, a defective Mode Switch, or a missing fused battery input to the Mode switch. REASON: The reason for the complaint is that computer strategy on 1990-93 models may create 4th gear starts when there are problems in the Mode Switch circuit. Computer strategy on vehicles built after 1993 may create 4th gear starts or high line pressure, which can create the harsh upshift to 3rd and or harsh downshifts.

CORRECTION: Locate terminal 5 or D as shown in Figure 1 to verify fused battery input to the switch. NOTE: A quick check for this fused input would be to verify if the Reverse lights are working when you select Reverse. If the lights are working, the fused input is good. If there is no fused input to terminal 5 or D, replace the app ropriate fuse as shown in Figure 2. If there is fused input to terminal 5 or D, check the Mode switch , from the face side of the connector as shown in Figure 3, to verify continuity in all ranges. Replace or repair as necessary.

MODE SWITCH With the Connector Plugged in BACK-PROBE TERMINAL 5 OR D (Wire color is Pink with a black stripe) (Blue on 95 & up models) IGNITION ON = 12 volts

TERMINAL 5 OR D

Figure 1



19

FUSE LOCATIONS VEHICLE

DASH FUSE NUMBER

1990-91 Trooper

Fuse #15

1992& UP Trooper

Fuse # C-3

1991-94 Passport and Rodeo

Fuse # 5

1995-97 Passport and Rodeo

Fuse # CB-15

1998 & UP Passport and Rodeo

Back-up or #14

Figure 2

MODE SWITCH CONTINUITY CHECK TRANSMISSION MODE SWITCH CONNECTOR (FACE VIEW) 1/E

2/F

5/D 6/C

3/G 4/H

7/B 8/A

LATE TERMINAL I.D. EARLY TERMINAL I.D.

5 8 7 6 3 1 4 2 D A B C G E H F

P N O I R T I S O N P R O D T C E L 3 E S 2 1 NOTE: TERMINALS "1 & 4" OR "E & H" H AVE CONTINUITY TO EACH OTHER ONLY

EXAMPLE: Using an ohm meter, with the shift selector in the D position, the "D" or number 5 terminal should have continuity to terminals "B" or 7 and "C" or 6 ONLY

Figure 3


“2004" SEMINAR INFORMATION SLIDE

20

HYUNDAI F4A42/51 ERRATIC SHIFT, 3RD GEAR FAILSAFE & MULTIPLE CODES STORED COMPLAINT:

Hyundai vehicles equipped with the F4A42/51 transaxle may come in with complaints of erratic and/or harsh shifting, third gear failsafe and codes P0743, P0750, P0755, P0760 or P0765 for open or shorted solenoid circuits. A P0740 for a TCC system fault may also be stored as well P0770 for a loss of solenoid power or a P1723 for a Control Relay open or shorted. The 20 amp ATM Relay fuse may also be blown.

CAUSE:

The most common cause is the routing of the transmission internal harness. If the transmission internal wiring harness is routed incorrectly as seen in figure 1, It comes in contact with the detent spring which eventually cuts through the insulation of one or more wires of the internal harness resulting in the a bove complaints.

CORRECTION: Route the internal wiring as shown in figure 2 , this will avoid contact with the detent spring and prevent the wiring damage explained above. SERVICE INFORMATION: Transmission Internal Wiring Harness for Sonata, Elantra, Sante Fe and Tiburon ................................................ ...................................................... ...................46307-39050 Transmission Internal Wiring Harness for XG300 & XG350.........................46308-39550 Oil Temperature Sensor.................................................. .................................46386-39050


21

Alto Products


ERRATIC SHIFT, 3RD GEAR FAILSAFE & MULTIPLE CODES STORED

WHEN INTERNAL HARNESS IS INCORRECTLY ROUTED WIRES RUB THROUGH ON DETENT SPRING

INCORRECT Figure 1


22


ERRATIC SHIFT, 3RD GEAR FAILSAFE & MULTIPLE CODES STORED

WHEN INTERNAL HARNESS IS CORRECTLY ROUTED WIRES ARE BEHIND THE SOLENOIDS FLAT AGAINST THE CASE, AVOIDING THE DETENT SPRING

CORRECT Figure 2


23

24

SPX Filtran


25

2001 & LATER HYUNDAI CODE P0500/501; LOSS OF VSS SIGNAL DIAGNOSIS

COMPLAINT:

A 2001 & Later Hyundai (all models) may store a diagnostic trouble code P0500 for a loss of VSS signal, or a P0501 for an abnormal VSS signal. The problem that faces the technician is, which is the Vehicle Speed Sensor that is causing the speedometer to become inoperative, turn on the ABS warning lamp, inhibit cruise control operation, late shifts and store the previously mentioned codes.

CAUSE:

Hyundai vehicles utilize three (3) types of vehicle speed sensors depending on model. (1) It could be located in the speedometer cluster, (ACCENT ONLY), this is a Magnetic Reed Switch type that requires the use of a speedometer cable. (See Figure 1) (2) It could be located in the transmission over the final drive and is gear driven, this is a Hall Effect type. (See Figure 2) (3) It could be the RIGHT FRONT WHEEL SPEED SENSOR (RF-WSS) , which is an AC Voltage Pulse Generator. (See Figure 3) Any one of these speed sensors can cause codes P0500 or P0501 to be stored. The chart in figure 4 indicates which model uses which combination of Vehicle Speed Sensors.

DESCRIPTION: When driving over a very rough road, the engine will experience a sharply varying load, transferred from the wheels to the crankshaft, which may incorrectly appear to be an engine misfire to the ECM misfire diagnostic logic based on the ECM's analysis of the Crankshaft Position Sensor. The RF-WSS is used to minimize inaccurate diagnoses that an engine misfire has occurred. The Right Front Wheel Speed Sensor (RF-WSS), in some Hyundai models is used to determine if the vehicle is going over rough road. If the ECM determines that the vehicle is going over rough road, based on the roughness of the signal coming from the RF-WSS, the misfire diagnosis will be suspended until the driving conditions have changed. All Hyundai models with ABS use the RF-WSS to determine rough road conditions. NOTE: Not all vehicles are equipped with a RF-WSS. Vehicles which are not equipped with a RF-WSS will use a rough road sensor on the left front shock tower. DIAGNOSTIC AID: Vehicles that are using the RF-WSS for a VSS signal may turn on the ABS warning lamp. Scan the ABS Control Module for a code C1203. This will help narrow the search as to which is the VSS. CORRECTION: Because the code alone does not pinpoint which sensor/circuit may be generating the code, use the chart in figure 5 to determine this. Even the same model with different engines will not have the same VSS combination. SERVICE INFORMATION: Right Front Wheel Speed Sensor.....................................................................95670-2D100 Pulse Generator VSS (2 Wire)(Transmission Mounted)..................................46517-39000 Hall Effect VSS, Gear Driven (3 Wire) (Transmission Mounted)....................46517-39500 Reed Switch VSS (Speedometer Mounted).......................................................94216-33010



26

CODE P0500/501; LOSS OF VSS SIGNAL DIAGNOSIS

VSS IN SPEEDOMETER CLUSTER IS A MAGNETIC REED SWITCH TYPE

Figure 1

VSS IN TRANSMISSION IS A GEAR DRIVEN HALL EFFECT TYPE

Figure 2

RF-WSS ON THE RIGHT FRONT WHEEL HUB IS AN AC VOLTAGE PULSE GENERATOR

Figure 3



27

SLIDE CODE P0500/501; LOSS OF VSS SIGNAL DIAGNOSIS VEHICLE SPEED SENSOR APPLICATION CHART ENGINE

VSS ON TRANSMISSION

ELANTRA

2.0L-I4

YES

YES

NO

SANTA FE

2.4L-I4

YES

NO

NO

SANTA FE

2.7L-V6

YES

YES

NO

SONATA

2.4L-I4

YES

NO

NO

SONATA

2.5L-V6

YES

YES

NO

XG300

3.0L-V6

YES

NO

NO

TIBURON

2.0L-I4

YES

NO

NO

ACCENT

1.5L-I4

NO

NO

YES

ACCENT

1.6L-I4

NO

NO

YES

MODEL

RF-WSS

Figure 4


VSS IN SPEEDOMETER


28

CODE P0500/501; LOSS OF VSS SIGNAL DIAGNOSIS VEHICLE SPEED SENSOR DIAGNOSTIC CHART MODEL

ELANTRA

SANTA FE...2.4L

SANTA FE...2.7L

SONATA...2.4L

SONATA...2.5L

XG300

TIBURON

ACCENT

DETAILS

Check Engine Lamp On Diagnostic Trouble Code Speedometer Operative Data Parameter Available Check Engine Lamp On Diagnostic Trouble Code Speedometer Operative Data Parameter Available Check Engine Lamp On Diagnostic Trouble Code Speedometer Operative Data Parameter Available Check Engine Lamp On Diagnostic Trouble Code Speedometer Operative Data Parameter Available Check Engine Lamp On Diagnostic Trouble Code Speedometer Operative Data Parameter Available Check Engine Lamp On Diagnostic Trouble Code Speedometer Operative Data Parameter Available Check Engine Lamp On Diagnostic Trouble Code Speedometer Operative Data Parameter Available Check Engine Lamp On Diagnostic Trouble Code Speedometer Operative Data Parameter Available

VSS ON TRANSMISSION RF-WHEEL SPEED SENSOR OR IN SPEEDOMETER (DISCONNECTED) (DISCONNECTED)

YES P0501 OPERATIVE NO NO RF-WSS YES P0500 OPERATIVE NO NO RF-WSS YES P0500 OPERATIVE NO ABS/TCS C1203 OPERATIVE

NO RF-WSS

NO RF-WSS Figure 5


NO NO INOPERATIVE YES YES P0500 INOPERATIVE NO NO NO INOPERATIVE YES YES P0500 INOPERATIVE NO NO NO INOPERATIVE YES YES P0500 INOPERATIVE NO YES P0501 INOPERATIVE NO YES P0501 YES OR NO NO


29

MITSUBISHI/HYUNDAI F4A41/42/51 LOW/REVERSE, SECOND BRAKE ASSEMBLY PROCEDURE

COMPLAINT:

After overhaul, codes are stored for a second gear ratio and solenoid performance resulting in a limp-in condition.. The transmission slips badly in second gear and may also chatter in reverse.

CAUSE:

Mis-assembly of the Low/Reverse and/or the Second Brake clutch packs are responsible for the above mentioned complaints. These are complex assemblies and are easily mis-assembled. In addition to this, clutch pack friction and steel quantities vary depending on car model and engine application.

CORRECTION: Figure 1 illustrates identification and the correct order of assembly of the Low/Reverse and the 2nd Brake clutch packs. Refer to the chart in Figure 2 for the correct quantity of friction and steel plates used in the various transmission models. Low/Reverse clutch clearance is .048” to .062”. Second Brake clearance is .025 to .040”, refer to the chart in Figure 3 for the correct selective snap ring to adjust the he ight of the 2nd Brake stepped reaction plate.

Refer to the charts in Figures 4 and 5 to obtain the correct Low/Reverse and 2nd Brake selective pressure plates in order to obtain correct clutch clearances. SERVICE INFORMATION: There is a “dummy plate” Low/Reverse, 2nd Clutch adjustment tool used to obtain proper clutch clearance during transmission assembly. In the event you wish to fabricate one, the tools specifications are as follows: F4A41/42..........................................................................................6.25” O/D; .075” Thick F4A51.............................................................................. .................7.16” O/D; .075” Thick However, a feeler gauge will work equally as well, as long as care is taken, not to damage the friction plates.

Factory Tool Information: F4A41/42 Low/Reverse, 2nd Brake clutch “Dummy Plate”..........................MB991631-01 F4A51 Low/Reverse, 2nd Brake Clutch “Dummy Plate “..............................MB991632-01


"2004" SEMINAR INFORMATION SLIDE LOW/REVERSE, SECOND BRAKE ASSEMBLY PROCEDURE

S K C A P H C T U L C E K A R B D N 2 E S R E V E R / W O L E H T F O Y L B M E S S A

e t e a t l a l P P d l e e e p t e p t a e l S t P S l d e e n p e o ) t p i e t S e v t c t a S i c e g " 9 e e R l k n i 3 0 e a . d r S R e n ( B g 2 s r - p a d e n R n i n v S e 2 R / L R ” ” p / " 0 9 a 5 w 8 9 n o 0 0 . . S 3 2 L .

g n i R p a n S " 9 9 y 0 . l b m e s s A r e n i a t e R & n o t s i P e k a r B d n 2

g n i r p e S t a n l r P u e t e R r u s e s k e r a r P B e ) e k d v a i n r t 2 B c e l d e n S 2 (

e t e t a a l l P P n n o i o i t t c i c i r r F F " " 0 0 7 7 0 0 . . e e k k a r a r B B d d n n 2 2

e t a l P n o i t c i r F " 2 6 0 . e s r e v e R / w o L

r e n i a t e R g n i r p S g n n n t o o i t r s s p i P i P S e y s e s v r a r e v v W e e e " R R / / 4 0 w 1 o w o . L L

g g n i n i r p S e R t p a a n l n r P S u t e e r R u s n s o e t r s i P P e s e r s ) r e e v e v e i v t e R c / l R e / w o e w o L S ( L

Figure 1


30


E R U D E C O R P Y L B M E S S A E K A R B D N O C E S , E S R E V E R / W O L

E K L S A E E R E T 1 2 2 2 3 2 3 3 2 2 2 B T A D S L P N 2

3

E N S T K O I E R A T T 2 3 3 3 4 3 4 4 3 3 3 A R A B C H D I L C N R F P 2 N

4

3 4 4 4 5 4 5 5 4 4 4

5

4 5 5 5 6 5 6 6 5 5 5

6

1 2 2 2 1 2 1 1 2 2 4 4 4 4 5 4 5 5 4 4 A A A A A A A A A A 4 4 4 4 4 4 4 4 4 4 F F F F F F F F F F

1 5 A 4 F

O I L T E S E A E T T C I S A L L R P P / L P A E N T O I A T S E L C T P I R A H F L P C R / T L U L N C O E I S K S E P A I M R S Y B N T D A R N T 2 E S E R N E E I Z I V G S N E E R / W E O L L E L C I D

2 4 A 4 F

6 - 4 6 4 4 4 4 6 4 6 6 4 4 4 V L L L L L L L L L L V V V - - - - - - - - - - - 7 - V . L L L L L L L L L L L 2 L L 5 . 0 . 0 . 0 . 8 . 0 . 4 . 4 . / 4 . 7 . 4 . 5 . 0 . 1 1 2 2 3 2 3 3 2 2 2 L 2 2 5 . 2 E E N E E R E E T T T A F S N N N R O A T G G E S T P P R A A A A C I I A A A N T U L L N L L R H O R N I I A C C A A M A B N E M M M L E E G G A L I O A S I T V E S D L 3 3 3 3 3 2 2 2 2 2 0 0 0 0 0 0 E R 0 3 0 3 0 - 0 0 9 9 9 7 0 9 D A 7 7 0 1 1 0 0 9 9 2 0 9 9 9 9 0 2 9 0 O E 0 9 9 9 9 0 9 0 9 9 Y 1 2 M 1 1 2 1 1 1 1 2

Figure 2


31

"2004" SEMINAR INFORMATION SLIDE LOW/REVERSE, SECOND BRAKE ASSEMBLY PROCEDURE SECOND BRAKE REACTION PLATE SELECTIVE SNAP RING CHART 40 SERIES THICKNESS

50 SERIES

ID PART ID PART THICKNESS COLOR NUMBER COLOR NUMBER

.087” (2.2MM) BLUE MD754786 .087” (2.2MM) NONE .091” (2.3MM) BROWN MD754787 .091” (2.3MM) BLUE .094” (2.4MM) NONE MD758240 .094” (2.4MM) BROWN .098” (2.5MM) BLUE MD758241 .098” (2.5MM) NONE

MD756784 MD756785 MD758552 MD758553

Figure 3

LOW/REVERSE CLUTCH SELECTIVE PRESSURE PLATES 40 SERIES 50 SERIES SELECTIVE PLATE SELECTIVE PLATE PART PLATE ID PLATE ID NUMBER THICKNESS SYMBOL THICKNESS SYMBOL .063” (1.6MM) L MD759567 .063” (1.6MM) F .071” (1.8MM) MD759414 .071” (1.8MM) 1 E .079” (2.0MM) 0 MD759415 .079” (2.0MM) D .087” (2.2MM) MD759416 .087” (2.2MM) C 2 .094” (2.4MM) B 4 MD759417 .094” (2.4MM) .102” (2.6MM) 6 MD759418 .102” (2.6MM) A .110” (2.8MM) 8 MD759419 .110” (2.8MM) 0 .118” (3.0MM) D MD759420 .118” (3.0MM) 1 Figure 4

PART NUMBER

MD759568 MD759425 MD759426 MD759427 MD759428 MD759429 MD759430 MD759431

2ND BRAKE CLUTCH SELECTIVE PRESSURE PLATES 40 SERIES 50 SERIES SELECTIVE PLATE SELECTIVE PLATE PART PART PLATE ID PLATE ID NUMBER NUMBER THICKNESS SYMBOL THICKNESS SYMBOL .063” (1.6MM) MD759567 .071” (1.8MM) E MD759425 L .071” (1.8MM) D MD759414 .079” (2.0MM) MD759426 1 .079” (2.0MM) MD759415 .087” (2.2MM) C MD759427 0 .087” (2.2MM) MD759416 .094” (2.4MM) B MD759428 2 .094” (2.4MM) MD759429 MD759417 .102” (2.6MM) A 4 .102” (2.6MM) 0 6 MD759430 MD759418 .110” (2.8MM)

Figure 5


32


33

MITSUBISHI/HYUNDAI F4A40/50 SERIES TRANSAXLE LOW ONE-WAY, TCM COMPATIBILITY COMPLAINT:

The Transmission or the Transmission Control Module (TCM) has been changed. The transmission now exhibits a neutral condition after it reaches 6 mph, (Late PLASTIC TCM with Early Transmission) , or a harsh 2-1 coast downshift, (Early METAL TCM with Late Transmission).

CAUSE:

Midway through the 1997 model year Mitsubishi added a Low Sprag to the F4A40/50 series transmission. Hyundai followed Mitsubishi for the 1999 model yea r. When the One-Way Clutch was added, the application o f the Low/Reverse Clutch was also changed. Transmissions that are equipped with the Low One-Way Clutch keep the Low/Reverse Clutch on, at speeds of up to 6 mph as shown in the clutch/solenoid application chart in figure 1. The Transfer Gear shown in Figure 2 fits a transaxle without a Low Sprag and is identified by the four (4) mounting bolt holes and the smooth machined journal. The Transfer Gear shown in Figure 3 fits a transaxle with a Low Sprag and is identified by the eight (8) mounting holes and the splined journal to accept the low sprag inner race. The sprag assembly is loaded into the underdrive ring gear also shown in Figure 3. The change in clutch application strategy resulted in a change in the Transmission Control Module (TCM). The TCM for a transmission with a Low One-Way Clutch is NOT interchangeable with a TCM for a transmission without a Low One-Way Clutch. The TCM programmed for a transmission without a Low One-Way Clutch has a METAL cover as seen in Figure 4. The TCM programmed for a transmission with a Low One-Way Clutch has a PLASTIC cover as seen in Figure 5. Installing the wrong transmission or TCM will cause the above complaints!

CORRECTION: Use the correct Transmission/TCM combination as explained above. How can you tell if your transmission has a low sprag or not? Check the transaxle serial number on top of the c ase. If the serial number has an “A” in it, as shown in Figure 6, it does not have a low sprag and should have the TCM with the METAL cover. If the serial number has a “B” in it, as shown in Figure 7, It does have a low sprag and should have the TCM with the PLASTIC cover. SERVICE INFORMATION: Mitsubishi Non-One-Way Clutch TCM.......................................................... ....MD760927 Mitsubishi with One-Way Clutch TCM........................................................... ....MR357259 Hyundai Non-One-Way, 2.4L, Federal............................................................39110-38970 Hyundai Non-One-Way Clutch, 2.4L, California............................................39110-38317 Hyundai Non-One-Way Clutch, 2.5L with TCS...............................................95440-39012 Hyundai Non-One-Way Clutch, 2.5L without TCS..........................................95440-39032 Hyundai with One-Way Clutch, 2.4L, Federal.................................................39110-38298 Hyundai with One-Way Clutch, 2.4L, California.............................................39110-38318 Hyundai with One-Way Clutch, 2.5L, with TCS...............................................95440-39013 Hyundai with One-Way Clutch, 2.5L, without TCS.........................................95440-39033



T R A H C N O I T A C I L P P A D I O N E L O S & H C T U L C 1 5 / 2 4 A 4 F

Y H ) G G G A C G N N N I I I W - T A D D D R L L L E U P O O O N L S H H H O C ( D D D D D D D E I O D D E E E E E E E D K N E S S S S S S S S A N L L L L L L L L 2 R E L U U U U U U U U B O P P P P P P P P . S h c t H D D D D E C u E E E E l I I I I D K T C L L L L A N y P P P P 2 R U a P P P P B L W A A A A C e E D n D D D D D D S I O O E E E E E E R N W a S S S S S S O E h L L L L L L E t i L V U U U U U U E L w P P P P P P O R S d e E H D D D D D p p S E E E E i E I I R C I I I W L L u T L L L P P q e P O E U P P P V P P i s L E L P P A A A A A C n * * R o i D s I D D D D D s i D D D D D E R O E E E E E E E E E E E V s S S S S S S S S S S m I N L L L L L L L L L L n E V R a U U U U U U U U U t r O D L U P P P P P O P P P P P e S h t H D D D n E E R E C E e I I I E V h I T L L L V R U w P P P P P P O D L h p A A A C m D I 6 D D D D R E O o E E E t E V N E S S S p D I E S L L L u N R L L U U U U f U D O P P P P o , s S d D D D D D D D D D e R E H e E E E V C I E I E I I E I E I E I E I E I p s T L L L L L L L L L t D I U P P P P P P P P P R a N L P P P P P P P P P d U D C A A A A A A A A A i e l E H p D S p E a R C I T s L E i P V U h P E L c t A R C u l C R E T D D H T D D T D T e A G P R N S N R T S N R S N S s E N 1 2 3 4 1 2 3 1 2 1 r e G A v R e R N E L / S O w E R R I K R A o E V A V T R E R I 3 2 L L T E E I A V U e R h G L S D O P E E T P R N *

Figure 1


34

35

Lory


36

LOW ONE-WAY, TCM COMPATIBILITY TRANSFER DRIVE GEAR WITHOUT LOW SPRAG

SMOOTHLY MACHINED JOURNAL

FOUR MOUNTING HOLES IN TRANSFER GEAR

Figure 2


"2004" SEMINAR INFORMATION SLIDE LOW ONE-WAY, TCM COMPATIBILITY TRANSFER DRIVE GEAR WITH LOW SPRAG UNDERDRIVE RING GEAR WITH SPRAG ASSEMBLY INNER SPRAG RACE

LIP TYPE RUBBER SEAL

EIGHT MOUNTING HOLES IN TRANSFER GEAR

HAS SPLINES FOR INNER SPRAG RACE

Figure 3


37

"2004" SEMINAR INFORMATION SLIDE LOW ONE-WAY, TCM COMPATIBILITY TCM WITH METAL HOUSING FOR TRANSAXLES WITHOUT A LOW SPRAG

MD760927 G1T15072E5

9209 043

Figure 4 TCM WITH PLASTIC HOUSING FOR TRANSAXLES WITH A LOW SPRAG

MR357259 G1T19271 H4

8917

011

Figure 5


38

"2004" SEMINAR INFORMATION SLIDE LOW ONE-WAY, TCM COMPATIBILITY TRANSAXLE INDENTIFICATION

AN “A” IN THE TRANSAXLE SERIAL NUMBER INDICATES NO SPRAG

Figure 6

A “B” IN THE TRANSAXLE SERIAL NUMBER INDICATES A SPRAG

Figure 7


39


40

MITSUBISHI F4A40/50 SERIES SHUDDERING ENGAGEMENTS OR HARSH SHIFTS COMPLAINT:

After overhaul, vehicles equipped with the F4A40/50 series transaxles may exhibit Shuddering engagements into gear or Harsh upshifts.

CAUSE:

The cause may be, during overhaul, the Accumulator Pistons and springs were installed backwards into the case or the springs were mis-assembled in the Accumulator Pistons.

CORRECTION: Refer to Figure 1 for the spring dimensions for each Accumulator piston. Refer to Figure 2 for the Accumulator identification and placement. NOTE: Ensure that each Accumulator lineup is placed into the case springs first.

ACCUMULATOR SPRING DIMENSIONS

APPLICATION

SPRING

COIL DIAMETER

FREE LENGTH

APPROX. # OF COILS

COLOR

LOW/REV BRAKE LOW/REV BRAKE UNDERDRIVE CLUTCH UNDERDRIVE CLUTCH SECOND BREAK SECOND BREAK OVERDRIVE CLUTCH OVERDRIVE CLUTCH

OUTER

.136”

2.590”

12

PLAIN

INNER

.102”

2.273”

15

PLAIN

OUTER

.158”

2.545”

12

BLACK

INNER

.113”

2.093”

15

BLACK

OUTER

.138”

2.575”

10

BLACK

INNER

.113”

2.127”

9

BLACK

OUTER

.158”

2.545”

12

PLAIN

NO INNER SPRING ON THE OVERDRIVE CLUTCH


Figure 1



41

ACCUMULATOR PISTON AND SPRING PLACEMENT IN THE CASE

CASE

PLACE THE SPRINGS INTO THE CASE FIRST

LOW/REV BRAKE

UNDERDRIVE CLUTCH

SECOND BRAKE

OVERDRIVE CLUTCH


Figure 2



42

MITSUBISHI F4A40/50 SERIES HARSH OR FLARED 3RD GEAR UPSHIFT COMPLAINT:

Before or after overhaul, vehicles equipped with the F4A40 or F4A50 series transaxles may exhibit a Flared or Harsh upshift into 3rd gear.

CAUSE:

The cause may be, worn sealing ring lands where the Overdrive Clutch sealing rings ride, creating leakage in the Overdrive Clutch circuit.

CORRECTION: Refer to Figure 1 to identify the Overdrive Clutch S ealing Rings. Using a feeler gage ensure that there is no more than .005" clearance between the sealing ring and the sealing ring groove. Replace Rear Cover as necessary.

SEALING RING CLEARANCE CHECK Special thanks to "Dynamic Dino"

MAXIMUM SEALING RING CLEARANCE IS APPROXIMATELY .004"-.005" OVERDRIVE SEALING RINGS

REAR COVER

USE FEELER GAGE BETWEEN SEALING RING AND RING LAND


Figure 1



43

MITSUBISHI MONTERO SPORT/XLS WITH V4A51 TRANSMISSION & FOUR WHEEL DRIVE TRANSFER CASE DETECTION SWITCHES COMPLAINT:

The vehicle comes into the shop with a complaint of poor engine performance, no 3-4 shift and the transfer case is stuck in two wheel drive.

CAUSE:

A shorted Low Detection Switch, Refer to Figure 1, can cause all the above complaints. There are three (3) switches mounted on the transfer case, one of these is the Low Detection Switch. These switches are prone to getting stuck from lack of use and they are also susceptible to connector water intrusion.

Description and Operation: LOW DETECTION SWITCH The Low Detection Switch activates when the transfer case is shifted to 4LOW. It signals the PCM to initiate “Fuel Cut” in 4LOW mode and to prevent the transmission from shifting into 4th gear. The Low detection Switch has a single wire with a WHITE connector. 2 - 4WD DETECTION SWITCH The 2 - 4 Detection Switch activates when the transfer case is shifted from 2WD to 4WD. It engages the front axle by signaling the 4WD ECU. If this switch does not operate properly, the 4WD lamp may stay on while in 2WD mode, or the front axle may not engage. The 2 - 4 Detection Switch is a two wire switch with a BLACK connector. HIGH - LOW DETECTION SWITCH The High - Low Detection Switch turns OFF the 4WD indicator lamp when the transmission is shifted into “N” (Neutral) and the transfer case is shifted between 4H and 4L. Its purpose is to detect the neutral position of the transfer case, (the position between 4H and 4L). The High - Low Detection Switch is a two wire switch with a GRAY connector. CORRECTION: If any of these switches are stuck, get the transfer case to normal operating temperature and shift the transfer case in and out of all positions in an attempt to free the switch in question. If they cannot be successfully freed, then they will have to be replaced.

If water intrusion and switch terminal corrosion is found to be the problem, the switch(s) in question will need replacement. SERVICE INFORMATION: Low Detection Switch................................................... .......................................MR246221 2 - 4WD Detection Switch............................................. .......................................MB811554 High - Low Detection Switch..................................................... .........................MB886426


"2004" SEMINAR INFORMATION SLIDE TRANSFER CASE DETECTION SWITCHES

HIGH - LOW DETECTION SWITCH (GRAY 2 WIRE CONNECTOR)

LOW DETECTION SWITCH (WHITE SINGLE WIRE CONNECTOR) 2 - 4WD DETECTION SWITCH (BLACK 2 WIRE CONNECTOR)

Figure 1


44


45

MITSUBISHI VEHICLES WITH 20/30 SERIES TRANSMISSIONS PUMP AND TORQUE CONVERTER DAMAGE COMPLAINT:

After the transmission has been installed back into the vehicle, and the initial fluid fill has been added, the vehicle is now started. As more fluid is added, the fluid is pouring out onto the floor almost as fast as it is being added. It is determined that the fluid is pouring out of the front seal area. Upon removal and inspection of the front seal area, it is noticed that the pump bushing has spun, in some cases it might even be welded to the converter neck. Upon further inspection, it is evident that the flex plate will also require replacement.

CAUSE:

When the converter was removed, the crankshaft to converter hub pilot bushing that these vehicles use to allow the torque converter to spin in alignment with the crankshaft, came out with the original converter and had gone unnoticed. The newly rebuilt transmission and converter was installed into the vehicle without the pilot bushing, causing a severe misalignment, resulting in the damage, causing the above complaints.

CORRECTION: When a pilot bushing is lost and a replacement is needed, care must be taken when selecting a pilot as the overall height, and where the machined step is located, vary from one to another as can be seen in Figure 1. SERVICE INFORMATION: Refer to the chart in Figure 2 for pilot bushing dimensions and corresponding part numbers.

A very special thanks to Don Stone of AAA Quality Transmissions in Stuart, Fl. for his foresight in keeping track of all the different size pilot bushings that are used.



46

PUMP AND TORQUE CONVERTER DAMAGE TORQUE CONVERTER HUB TO CRANKSHAFT PILOT BUSHINGS

Figure 1

PILOT BUSHING DIMENSION & PART NUMBER CHART PART NUMBER

TOP ID

TOP OD

BOTTOM ID

BOTTOM OD

CRANK STEP WIDTH

FLYWHEEL STEP WIDTH

OVERALL HEIGHT

MD756766

1.064”

1.496”

0.659”

1.615”

0.554”

0.194”

0.748”

MD756765

1.097”

1.496”

1.059”

1.615”

0.560”

0.280”

0.840”

MD753995

1.097”

1.496”

1.059”

1.615”

0.730”

0.110”

0.840”

MD732972

1.105”

1.502”

1.062”

1.615”

0.612”

0.108”

0.720”

MD011848

1.336”

1.615”

0.472”

1.615”

No Step

No Step

0.630”

Figure 2




47

NISSAN RE4FO4A 3-2 SHIFT CONCERNS COMPLAINT:

The 3-2 downshift is drawn out and the 1-2 upshift is of poor quality. This complaint can occur before or after overhaul. There is an orifice cup plug in the bottom of the 2-4 servo. Behind this cup plug is the Servo Release Pressure Metering Exhaust Valve, (Refer to Figure 1). When this valve gets stuck, It causes the above complaints.

This “stem” valve is placed on the release side of the servo bore in the case. Its’ function is to provide a very small metered leak any time third gear oil is present on the release side of the servo. This prevents the release side of the servo from becoming air bound or hydraulically bound. When this circuit becomes restricted, due to the valve getting stuck, air and residual oil opposes servo apply causing the above complaints. The 1-2 shift is affected depending on how quickly the downshift to first gear occurs, the longer this downshift takes the more opportunity there is for the trapped air/oil to dissipate. CORRECTION: The best way to check the operation of this hydraulic circuit is to fill the exhaust side of the valve passage through the release port over the pump as seen in Figure 2, and blow air through the orifice in the servo bore. The initial blast will push some fluid out, but maintain your air supply and watch for residual fluid to ooze out. As long as fluid oozes out the valve is working as it should. If fluid stops oozing out the cup plug will have to be removed and the valve and valve bore will have to be cleaned a nd dressed. NOTE: Be sure the valve rattles after the case is removed from the cleaning machine because, cleaning soap residue can cause the valve to stick. CAUSE:




48

3-2 SHIFT CONCERNS

SERVO RELEASE PRESSURE METERING EXHAUST VALVE

SERVO END

EXHAUST END

EXHAUST PASSAGE IN CASE

ORIFICE CUP PLUG

Figure 1




49

3-2 SHIFT CONCERNS

If valve is free, oil should ooze out here when air is applied thru cup plug on other side.

Figure 2




50

NISSAN/INFINITI DTC P1605 - A/T DIAGNOSTIC COMM LINE FAILURE

COMPLAINT:

An OBD-II compliant Nissan or Infiniti vehicle comes in with a P1605 code, stored in the Engine Control Module (ECM), indicating the Transmission Control Module (TCM) is not sending information to the ECM, and the transmission is stuck in third gear. The TCM may also be incapable of code retrieval.

CAUSE:

The A/T Diagnostic Communication Line circuit is an operating strategy circuit from the TCM to the ECM. When this circuit fails, this code is stored in the ECM. This code can also be stored when the TCM loses power or the TCM is faulty, which is why the transmission is stuck in 3rd gear since this results in both shift solenoids, turned off. This can also be caused by a weak battery.

CORRECTION: To diagnose the P1605 code, verify the following: (1) The A/T Diagnostic Comm Line wire has continuity between the TCM and ECM. (2) Check for power and ground at the TCM, and fuses, should there be no power present. (3) Check the Overdrive Indicator or A/T Check Lamp circuit by making certain the circuit has battery voltage, with the ignition on, then ground it and see if the bulb illuminates. The computer usually grounds the lamp circuit during the “key on” bulb check. If the lamp circuit does not have battery voltage, then the wire, bulb or power source may be at fault. (4) When steps 1 through 3 have been verified good, replace the TCM. Refer to the following figures to locate the correct Comm Line, power, ground and overdrive or A/T check lamp circuit: Figure 1...Use this chart to find the location of the TCM and ECM. Figure 2...Use this chart to locate the correct TCM and ECM for NISSAN/INFINITI vehicles from 1995 to 1998. Figure 3.....................................................................................................................TCM #1 Figure 4.....................................................................................................................TCM #2 Figure 5.....................................................................................................................ECM #1 Figure 6.....................................................................................................................ECM #2 Figure 7.....................................................................................................................ECM #3 Figure 8...Use this chart to locate the correct TCM and ECM for NISSAN/INFINITI vehicles from 1999 to 2002. Figure 9.....................................................................................................................TCM #3 Figure 10...................................................................................................................ECM #4 Figure 11...................................................................................................................ECM #5 Figure 12...................................................................................................................ECM #6 Figure 13...................................................................................................................ECM #7 Figure 14...................................................................................................................ECM #8



51

DTC P1605 - A/T DIAGNOSTIC COMM LINE FAILURE NISSAN/INFINITI ECM/TCM LOCATIONS MAKE, MODEL, YEAR

ECM LOCATION

TCM LOCATION

1996-01 MAXIMA

Behind left center of dash

Below center of dash

1996 300ZX

Behind right side of dash


1996-02 QUEST/VILLAGER Behind dash, right of steering column Behind ride side of dash 1996-97 ALTIMA

Behind passenger kick panel


1998-01 ALTIMA

Under front of center console

Behind instrument lower cover

1996-02 PATHFINDER

Behind dash, left of steering column

Behind center of dash

1996-98 240SX

Behind left side of dash


1996-99 SENTRA, 2.0L 1996-98 200SX

Behind left kick panel


2000-01 SENTRA


In right rear corner of engine bay

1999-02 FRONTIER, 3.3L

Behind left side of dash

2000-02 XTERRA, 3.3L

Behind dash, left of steering column

1995-96 G20


Under center of dash, behind center console

1999-02 G20

Behind lower center os dash, forward of selector lever

Behind base of center console

1997-01 I30

Below center of dash, under Body Control Module or ASCD Module


1997-02 QX4

Behind dash left of steering column

Behind center of dash

1997-01 Q45


Behind right kick panel

2002 Q45

Behind glove box, next to ECM on the right

Behind glove box, in between TCM and A/C Module

Below center of dash, behind lower cover Below center of dash, behind lower cover

Figure 1


"2004" SEMINAR INFORMATION SLIDE L D A N N M U I C O M T R R G E T

8 4 , 5 1

8 4 , 5 1

6 1 1 , 8 4

8 4 , 5 1

Y L L A P N M P I C U M T S R + E B T

3 2 , 9 , 4

3 2 , 9 , 4

5 1 1 , 8 0 1 , 2 4

3 2 , 9 , 4

/ D / K L O C P A / E N I R H M E C A M L R T W T E / R O P A T

3

3

2 1

3

4

7 7 4 4

A H E L N C T / I A A L N C I M M I T C M M S T R E O O T C N # G R E A O M I F T E D R C T 5 E 0 N L 6 / I A 1 T I P A L N M 8 M 9 C M M R 9 E O 1 C E T # 5 9 R E O M 9 F T 1 E C

5 4

3 3 5 1 1 4

5 4

1

1

1 1 1

2

2 e 1 1 r u g i F

6

7

7 7 6

7

3 9 7 9

2

1

2 1

1 1 2 1 2 2 3

R E

L R R E R 0 . A T E A D E X 2 X M S G M 0 S A S 0 X E A I N I D E L I 3 0 R 0 2 Z U L T F N I G I L E R X 4 0 0 T L A F H A 2 2 L C 0 Q I A T H N 6 8 9 I D E M 3 9 E 8 V 8 A T 8 - 7 9 9 H O Y 8 6 8 9 S P 5 9 - 8 - A 6 6 9 9 E M & 9 - 9 6 9 7 P 9 8 9 9 9 - 6 V 9 6 9 9 1 9 9 9 1 1 - 9 - 8 9 6 9 9 9 1 1 6 9 6 1 9 1 9 9 9 9 1 1 9 1 9 1 1

E L E C I K H A E M V

N A S S I N

4 4 5 5 X X 4 4 Q Q Q Q 8 7 8 7 9 9 9 9 9 9 9 9 1 1 1 1

I T I N I F N I


52


53

DTC P1605 - A/T DIAGNOSTIC COMM LINE FAILURE

1995 - 98 ALL EXCEPT QX4

1

2

5 6

3 4

9 10 11 12 13 14 15

23 24 25

7 8 16 17 18 19 20 21

27 28 29 30 31

37 38 39 40

43

33 34 35 45

47 48

TCM #1 WIRE SIDE VIEW

Figure 3 1997 - 98 QX4

101 102 103 104 105 106 107 108

1

2

3

4

7

15 16 17 18 19 20 21 22

31 32 33 34 35 36 37 38 39

109 110 111 112 113 114 115 116

8

9

10 11 12 13 14

23 24 25 26 27 28 29 30

40 41 42 43 44 45 46 47 48

5

6


Figure 4

1996 - 98 QUEST, VILLAGER, ALTIMA, 240SX, SENTRA 2.0L, 200SX 1996 - 97 PATHFINDER 1995 - 97 G20 1997 QX4

ECM #1 WIRE SIDE VIEW

Figure 5



54

SLIDE

DTC P1605 - A/T DIAGNOSTIC COMM LINE FAILURE

1996 - 98 MAXIMA, 300ZX 1998 PATHFINDER 1996 - 98 J30 1997- 98 I30 1997 Q45 1998 QX4 101 102 103 104 109 110 111 112 117 118 119 120

1

105 106 107 108 113 114 115 116 121 122 123 124

5

6

2 7

3 8

4 9

20 21 22

26 27 28 29 30

10

11 12 13 14

23

3 1 32

19

38 39

40 41

64 65 66

48 49 50 51 52 53 68 69 70 71

67 72

54 55 56 57 58 73 74 75 76

33 34 35 36 37

15 16 17 18

44 45 46 47

24 25

4 2 43


Figure 6

1998 Q45


Figure 7


59 60 61 62 63

77 78 79

80


55

SLIDE L D A N N M U I C O M T R R G E T Y L L A P N M P I C U M T S R + E B T / D K L / A O / C E P N I R H M E C A M L R T W T / E O R P A T

A H E L N C T / I A L N C I A I 8 M M 6 T M R S C M O T O E N C T G R # A I E F O M 3 D E T C R T 5 0 E L 6 N 1 T I A P / A L N I 3 2 M M 3 M 0 R 0 C M 2 E O E T 9 R C # 9 9 E O M 5 1 F T E C R E

5 1

6

/ 3 A N

3 1

5 4 3 3 3 1 4

3

4 5 4 5

3

3 3

5 1

3

4 7 7 1 7 1

1 9

4 5

6

5 4

5 5 3 5 4 5 3 7 7 , 1 1 3 1 1 3 4 6

3

3 3 3

3

8 e r 3 3 3 3 u g i F

4 7 4 9 1 1 8 0 7 9 6 6 7 7 1 9 , 1 1 7 1

4

6 5 6 5

5 6 7 8

L

R R E L A L E D 0 . A D N 2 R 0 0 . I A T 2 0 2 M N I I F R N & 2 G 0 I T F H T E G 2 3 L H T S D 9 0 - 9 A T A N 1 E 9 9 P 0 9 E 0 9 A - F 9 0 1 9 P 2 S 0 1 0 L 9 9 0 2 - 9 8 1 9 1 . 9 0 0 9 0 9 2 1 1 0 1 2 2 1

3 . L 3 R L 3 . A T R E A E 0 . , 3 A M S G , D 2 R A I E A M I E L M E N X U L T I A I R L E R I X L F R T R A A L C I A H T N E I D E A M Q V 1 T N O T H O Y M 1 2 0 X E R 2 0 E M 0 - A F 2 & 9 S P 9 0 9 0 9 - 0 V 0 0 9 2 9 0 9 9 0 - 0 0 9 0 1 0 1 9 0 9 9 0 0 2 9 2 0 1 2 1 9 9

E L E C I K H A E M V

3 1

8 2 , 9 1 , 0 1

7

5

3 2 , 9 , 4

2 4 , 3 3 , 9 , 3 , 2

8 4 , 5 2

3

0 6

8 2 , 9 1 , 0 1

8 4 , 5 2

5 1

3

8 4 , 5 1

6 4 , 4 2 , 4 1 , 5

N A S S I N


0 3 I 1 0 0 0 0 2

4 5 4 4 X 4 5 X X Q Q 4 Q Q 2 1 Q 0 9 0 0 - 2 - 9 0 9 0 1 9 0 0 9 0 1 2 0 9 2 2 1

I T I N I F N I


56

SLIDE DTC P1605 - A/T DIAGNOSTIC COMM LINE FAILURE

1999 - 2002 ALL MODELS

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48


Figure 9

1999 SENTRA, 1999 - 01 ALTIMA 1999 G20


Figure 10 1999 FRONTIER, MAXIMA, PATHFINDER, QUEST 2000 FRONTIER, PATHFINDER, QUEST, XTERRA 2001 - 02 FRONTIER, XTERRA, QUEST 1999-00 Qx4 1999 I30

101 102 103 104 109 110 111 112 117 118 119 120

1

105 106 107 108 113 114 115 116 121 122 123 124

5

6

2 7

3 8

4 9

10

11 12 13 14

20 21 22

23

26 27 28 29 30

3 1 32

19

38 39

40 41

64 65 66

48 49 50 51 52 53 68 69 70 71

67 72

54 55 56 57 58 73 74 75 76

33 34 35 36 37

15 16 17 18

44 45 46 47

24 25

4 2 43

ECM # 5 WIRE SIDE VIEW

Figure 11


59 60 61 62 63

77 78 79

80


DTC P1605 - A/T DIAGNOSTIC COMM LINE FAILURE 2000 MAXIMA, SENTRA 1.8L & 2.0l FED 2001 MAXIMA, PATHFINDER, SENTRA 1.8L & 2.0L FED 2002 PATHFINDER 2000 I30, G20 2001 I30, QX4, G20 2002 QX4, G20


Figure 12

1999-01 Q45


Figure 13

2002 Q45


Figure 14


57


58

SUBARU 4-AT DELAYED OR NO FORWARD ENGAGEMENT COMPLAINT:

1998 or later Subaru vehicles equipped with the new design 4-AT 4 speed automatic transaxle, may exhibit a complaint of delayed engagement in forward, or a no forward condition.

CAUSE:

This condition may be caused by the outer piston seal of the Low clutch drum shrinking to the point it will no longer seal effectively. Refer to Figure 1 for identification of the Low drum and piston.

CORRECTION:

Replace the piston seals on the Low clutch piston.

SERVICE INFORMATION:

As of the printing of this information, most aftermarket suppliers have changed the material of the Low Clutch Piston seals to Viton, which are at this point working very well.

LOW CLUTCH PISTON AND HOUSING

Transtec Part Number 26792 Inner “D” Ring 26793 Outer “D” Ring

The outer piston seal is notorious for shrinking

Figure 1



59

Rostra

60

European


61

TOYOTA A-340 SERIES TRANSMISSION FLUID OVERHEATS COMPLAINT:

Some Toyota vehicles, equipped with the A-340 series transmissions, may exhibit a condition of Transmission Fluid Overheating due to poor cooler flow, while the Torque Converter Clutch is “ON.”.

CAUSE:

The cause may be, A worn Primary Regulator Boost Valve Sleeve, causing line pressure to be higher than normal, placing the Primary Regulator Valve in a position where it restricts Converter Apply Pressure, that is sent to the Lock-up Relay Valve, as shown in the partial circuit diagram in Figure 1. A worn Lock-up Relay Valve Sleeve, causing a loss of Converter Apply Pressure and or Solenoid 3 signal pressure, as shown in the partial hydraulic circuit diagram in Figure 1.

CORRECTION: To correct this condition:

Refer to Figure 2 and locate the Primary Regulator Valve Boost Sleeve and check for wear in the areas shown. Replace the sleeve as necessary. Refer to Figure 3 and locate the Lock-up Relay Valve line-up. Check for wear as shown and replace as necessary. NOTE: Refer to Figure 4 and enlarge the orifice, in the Main Valve Body Spacer Plate, .040” to .050” larger that it’s original size (the size shown may vary model to model). This will help increase cooler flow. SERVICE INFORMATION:

Primary Regulator Boost Sleeve (Toyota part no.) .........................................35417-350 10 NOTE: This part number is for the Boost Valve dimensions as shown in Figure2. Lock-Up Relay Valve Sleeve (Toyota part no.) ..............................................35215-30020




62

SLIDE PARTIAL HYDRAULIC SCHEMATIC OF TORQUE CONVERTER CLUTCH OPERATION

TCC "ON"

TCC "OFF"

SPACER PLATE ORIFICE

FROM LOCK-UP SOLENOID 3 (OFF) RELAY VALVE

SPACER PLATE ORIFICE

TO COOLER

LOCK-UP RELAY VALVE

FROM SOLENOID 3 (ON)

TO COOLER X

X

COOLER BYPASS VALVE

COOLER BYPASS VALVE

MAIN LINE FROM PRIMARY REGULATOR VALVE

MAIN LINE FROM PRIMARY REGULATOR VALVE

FROM SECOND LAND OF PRIMARY REGULATOR VALVE

FROM SECOND LAND OF PRIMARY REGULATOR VALVE

SUMMARY: When the Torque Converter Clutch is “OFF,” Converter pressure, from the 2nd land of the Primary Regulator Valve goes thru the 2nd and 3rd land of the Lock-up relay valve, thru the torque Converter and returns to the Lock-up Relay Valve between the 1st and 2nd land where it is connected to the “To Cooler passage.” When the Torque Converter Clutch is “ON,” Solenoid 3 is turned ON which strokes the Lock-up Relay Valve and switches the Converter pressure, from the 2nd land of the Primary Regulator Valve, to Converter Apply pressure. This pressure is directed thru the 1st and 2nd land of the Lock-up Relay Valve to apply side of the Torque Converter Clutch and, thru an orifice, to the “To Cooler Passage.” PROBLEM AREAS: The first problem area is from the Primary Regulator Boost Sleeve. Wear in this sleeve can cause Line pressure to be higher than normal minimizing Converter pressure from the 2nd land of the Primary Regulator Valve. The second problem area is wear in the Lock-up Relay Valve Sleeve. Wear in this sleeve may cause a loss of Converter Apply Pressure while in Lock-up and even a loss of Solenoid 3 signal pressure, which may not fully stroke the Lock-up Relay Valve against its spring.


Figure 1



63

PRIMARY REGULATOR VALVE LOCATION "LOWER" VALVE BODY

9

9

9

PRIMARY REGULATOR BOOST VALVE AND SLEEVE

RETAINER

BOOST SLEEVE WEARS IN THESE AREAS

REVERSE BOOST

DIMENSION “A”

THROTTLE VALVE BOOST PRIMARY REGULATOR BOOST SLEEVE 35417-35010

BOOST VALVE

DIMENSION “B”

NOTE: THIS SLEEVE WILL ONLY WORK ON BOOST VALVES WITH DIMENSION “A” OF .566” AND DIMENSION “B” OF .522"

NOTE: Wear in the Primary Boost Valve Sleeve may place the Primary Regulator valve in a position which can cause higher than normal line pressure, which limits Torque Converter Apply Pressure as well as cooler flow. Copyright © 2003 ATSG

Figure 2



64

LOCK-UP RELAY VALVE LOCATION MAIN VALVE BODY

RETAINER

LOCK-UP RELAY VALVE LINE-UP

BORE WEARS IN THIS AREA 1st LAND 2nd LAND 3rd LAND

RETAINER

LOCK-UP RELAY VALVE SLEEVE 35215-30020

Wear in the 1st land of the Lock-up Relay Valve bore may cause a loss of Solenoid no.3 signal pressure, which may place the valve into a partially stroked position instead of a fully stroked position, when the TCC is applied. Wear in the 2nd and 3rd land, while the TCC is ON, may cause Converter apply pressure to be connected to the already exhausting converter off pressure, which may cause a loss of converter apply pressure as well as cooler flow. Copyright © 2003 ATSG

Figure 3



65

MAIN CONTROL VALVE BODY SPACER PLATE

TO COOLER ORIFICE

ENLARGE THIS ORIFICE .040” TO .050” LARGER THAN THE ORIGINAL SIZE

O.E. DIAMETER IS .059” (ORIFICE SIZE MAY VARY)


Figure 4




66

VOLVO/SAAB AW50-42LE VALVE BODY EXPLODED VIEWS AND IDENTIFICATION OF COMPONENTS Refer to Figure 1 for Solenoid identification and locations on the valve body. Refer to Figure 2 for valve identification and locations in the "Upper" v alve body. Refer to Figure 3 for valve identification and locations in the "Center" valve body, "Front" side. Refer to Figure 4 for valve identification and locations in the "Center" valve body, "Rear" side. Refer to Figure 5 for valve identification and locations in the "Lower" valve body, "Front" side. Refer to Figure 6 for valve identification and locations in the "Lower" valve body, "Rear" side. Refer to Figure 7 for illustrations of the typical spacer plates. Refer to Figure 8 for the check valve and ch eck ball locations in the "Lower" valve body. Refer to Figure 9 for the screen locations in the "Center" valve body, "Upper" valve body side. Refer to Figure 10 for the check valve and check ball locations in the "Center" valve body, "Lower" valve body side.




67

SOLENOID IDENTIFICATION AND LOCATIONS

1

2

2

Shift Solenoid Number 1

2

9 9

Shift Solenoid Number 2 9 1 B

Pressure Control Solenoid

TCC Solenoid


Figure 1



68

UPPER VALVE BODY VALVE IDENTIFICATION AND LOCATIONS

5

1

2

3

4

1. UPPER VALVE BODY CASTING 2. PRESSURE CONTROL SOLENOID REGULATOR VALVE 3. PRESSURE CONTROL SOLENOID REGULATOR VALVE SPRING 4. PRESSURE CONTROL SOLENOID REGULATOR VALVE BORE PLUG 5. PRESSURE CONTROL SOLENOID REGULATOR VALVE BORE PLUG RETAINER


Figure 2



69

CENTER VALVE BODY "FRONT" SIDE VALVE IDENTIFICATION AND LOCATIONS

Retainer Locations

9 1 5 5 0

1 17

21

16 19

18

15

20 14

11 12 10

13

7 8 3

9 4 5

2

6

1. CENTER VALVE BODY CASTING 2. MANUAL VALVE 3. 2-3 SHIFT VALVE 4. 2-3 SHIFT VALVE SPRING 5. 2-3 SHIFT VALVE BORE PLUG 6. 2-3 SHIFT VALVE RETAINER (Location not shown) 7. 3-4 SHIFT VALVE 8. 3-4 SHIFT VALVE SPRING 9. 3-4 SHIFT VALVE BORE PLUG 10. 3-4 SHIFT VALVE RETAINER 11. 1-2 SHIFT VALVE

12. 1-2 SHIFT VALVE SPRING 13. 1-2 SHIFT VALVE BORE PLUG 14. 1-2 SHIFT VALVE RETAINER 15. NEUTRAL CONTROL VALVE 16. NEUTRAL CONTROL VALVE RETAINER 17. PRIMARY REGULATOR VALVE 18. PRIMARY REGULATOR VALVE SPRING 19. PLUNGER 20. PLUNGER SLEEVE 21. PLUNGER SLEEVE RETAINER

Figure 3




70

SLIDE CENTER VALVE BODY "REAR" SIDE VALVE IDENTIFICATION AND LOCATIONS

Retainer Locations Retainer Locations

5

0 5 1 9

9

6 7

8 5

2 3 4

1

1. 2. 3. 4. 5.

CENTER VALVE BODY CASTING CLUTCH MODULATOR VALVE CLUTCH MODULATOR VALVE SPRING CLUTCH MODULATOR VALVE BORE PLUG CLUTCH MODULATOR VALVE RETAINER

6. 7. 8. 9.

TCC TCC TCC TCC

SOLENOID SOLENOID SOLENOID SOLENOID

REGULATOR REGULATOR REGULATOR REGULATOR

VALVE VALVE SPRING VALVE BORE PLUG VALVE RETAINER


Figure 4



71

SLIDE LOWER VALVE BODY "FRONT" SIDE VALVE IDENTIFICATION AND LOCATIONS

Retainer Locations

10 11

14 12 13

8 9

6 7

4

1

5 3 2 15 17

16

9. LOW COAST MODULATOR VALVE SPRING (B3) 10. LOCK-UP CONTROL VALVE 11. LOCK-UP CONTROL VALVE SPRING 12. PLUNGER 13. PLUNGER SLEEVE 14. LOCK-UP CONTROL VALVE RETAINER 15. COVER PLATE GASKET 16. COVER PLATE 17. COVER PLATE BOLTS (6)

1. LOWER VALVE BODY 2. C3 ACCUMULATOR PISTON 3. C3 ACCUMULATOR PISTON SPRING 4. C3 ACCUMULATOR VALVE 5. C3 ACCUMULATOR VALVE SPRING 6. B1 ACCUMULATOR VALVE 7. B1 ACCUMULATOR VALVE SPRING 8. LOW COAST MODULATOR VALVE (B3)


Figure 5



72

LOWER VALVE BODY "REAR" SIDE VALVE IDENTIFICATION AND LOCATIONS

Retainer Locations

15

17 14

16

13 10 12 11

5

8 6

7

9

1 4 3 2

18 19

1. LOWER VALVE BODY 2. C2 ACCUMULATOR PISTON 3. C2 ACCUMULATOR SPRING (INNER) 4. C2 ACCUMULATOR SPRING (OUTER) 5. C2 ACCUMULATOR VALVE 6. C2 ACCUMULATOR VALVE SPRING 7. B2 ACCUMULATOR PISTON 8. B2 ACCUMULATOR SPRING (INBOARD) 9. B2 ACCUMULATOR SPRING (OUTBOARD) 10. B2 ACCUMULATOR VALVE

20

11. B2 ACCUMULATOR SPRING 12. ACCUMULATOR CONTROL VALVE 13. ACCUMULATOR CONTROL VALVE SPRING 14. SECONDARY REGULATOR VALVE 15. SECONDARY REGULATOR VALVE SPRING 16. SECONDARY REGULATOR VALVE BORE PLUG 17. SECONDARY REGULATOR VALVE RETAINER 18. COVER PLATE GASKET 19. COVER PLATE 20. COVER PLATE BOLTS (6)


Figure 6



73

"TYPICAL" SPACER PLATES

CENTER VALVE BODY TO UPPER VALVE BODY SPACER PLATE

W 1

LOWER VALVE BODY TO CASE SPACER PLATE


Figure 7


"2004" SEMINAR INFORMATION SLIDE "LOWER" VALVE BODY

74

CHECK VALVE AND SPRING

PRESSURE RELIEF VALVE AND SPRING

REQUIRES FOUR RUBBER CHECKBALLS 5.0mm (.197") IN DIAMETER


Figure 8

VOLVO/SAAB AW50-42LE "CENTER" VALVE BODY, "UPPER" VALVE BODY SIDE 4 SMALL FILTER SCREENS

LARGE FILTER SCREEN


Figure 9


75

Jaggi


76

SLIDE VOLVO/SAAB AW50-42LE "CENTER" VALVE BODY, "LOWER" VALVE BODY SIDE

CHECK VALVE ASSEMBLY (Early Models Only)

BYPASS VALVE AND SPRING

If the spacer plate has only one small hole over either location DO NOT install a checkball.

A check ball can go in either location as indicated by the arrows. It depends upon the spacer plate configuration

CHECK VALVE AND SPRING

If the spacer plate has one large and one small hole over location INSTALL a checkball.

REQUIRES SEVEN RUBBER CHECKBALLS 5.0 mm (.197") DIAMETER


Figure 10



77

SLIDE

DAEWOO / VOLVO AW 50-40 SERIES NO REVERSE COMPLAINT:

After overhaul, vehicles equipped with the 50-40 LE series transaxles, may exhibit a speedometer that is registering in the Park position and no Reverse when Reverse is selected from the Park position. Reverse will engage if Drive is selected before Reverse.

CAUSE:

The cause may be, that during installation, the Vehicle Speed Sensor was placed into the Turbine sensor location on the case. This will create a Vehicle speed reading in the Park position because of the Turbine shaft rotating in the Park position. The Transmission Control Module will cancel Reverse application by turning on Solenoid 1 to block the application of the B3 Clutch, which is the Low Reverse Clutch. Once the selector is placed into Drive the turbine shaft will come to a stop and Reverse will apply from the Drive position.

CORRECTION:

Refer to Figure 1 for the wire colors of the Turbine shaft speed sensor and the Vehicle Speed Sensor for their correct location on the case.

SPEED SENSOR LOCATIONS AND WIRE COLORS VEHICLE SPEED SENSOR WIRE COLORS

TURBINE SPEED SENSOR WIRE COLORS

VOLVO YELLOW/RED YELLOW/BROWN

VOLVO TAN GREY

DAEWOO YELLOW/BLACK LIGHT GREEN

DAEWOO YELLOW GREY

NOTE: THE WIRE COLORS LISTED ARE AT THE SENSOR. THE COLOR MAY CHANGE LEADING TO THE TRANSMISSION CONTROL MODULE Figure 1



78

ZF 5HP-24 SLIPPING OR NO FORWARD ENGAGEMENT COMPLAINT:

Vehicles equipped with the ZF 5HP-24 transmission may exhibit a Slipping or no Forward engagement.

CAUSE:

The cause may be, a broken snap ring groove in the "A" Clutch Drum allowing the "A" Clutch to slip, as shown in Figure 1.

CORRECTION: Replace the "A" Clutch Drum with the updated drum available from ZF.

SERVICE INFORMATION:

A CLUTCH DRUM (ZF part number).............................................. ..............1058 270 036

"A" CLUTCH DRUM

SNAP RING GROOVE BREAKS HERE

NEW DRUM 2 LUBE HOLES IN THIS AREA

ZF PART NUMBER 1058 270 036

QUICK DRUM I.D. PREVIOUS DRUM = 1 LUBE HOLE NEW DRUM = 2 LUBE HOLES


Figure 1



79

ZF5HP24 SLIPPING OR NO REVERSE COMPLAINT:

Some 1999 to 2000 vehicles equipped with the 5HP24 transmission may exhibit a slipping or no engagement in Reverse.

CAUSE:

The cause may be, a defective "F" clutch bonded piston. The "F" clutch is the Low and Reverse Clutch, which holds to provide Reverse a pplication and Engine braking in Manual Low. The "F" clutch piston on some of these later versions have had problems with the bonding coming off of the piston.

CORRECTION: Replace the "F" clutch piston as shown in Figure 1. SERVICE INFORMATION:

"F" CLUTCH BONDED PISTON (ZF part number)........................................0501-212-967

"F" CLUTCH DRUM AND PISTON Special thanks to Carl at Supreme

"F" CLUTCH PISTON ZF part number 0501-212-967

Figure 1



80

ZF 4HP-18 FLE/FLA NEUTRAL AFTER A 3-4 UPSHIFT COMPLAINT:

Vehicles equipped with the ZF 4HP-18 FLE or FLA may exhibit a neutralizing condition on the 3-4 upshift, then a neutral condition when the vehicle comes to a stop. After an ignition cycle the vehicle will then move forward, but will go through the whole cycle once the 3 -4 shift is attempted again.

CAUSE:

The cause may be split conical cushion washers in the 2-4 servo assembly as shown in Figure 1. This will create a neutral condition when the band is re-applied in 4th gear, because of the broken cushion washers limiting the travel of the servo. NOTE: The 2-4 servo is also applied in 2nd gear but only provides engine braking because of the application of the "C" clutch in 2nd gear. See Figure 2 for the Clutch and Band application chart . The Transmission Control Module will put the transmission in a "Fail Safe Mode" when it neutrals out in 4th. In this situation, this is a 4th gear command (all solenoids OFF), which is now Neutral. The driver of the vehicle will have to cycle the ignition switch to regain forward application. NOTE: There are two different Fail Safe Modes that the TCM provides. The first Fail Safe Mode is related to soft codes or ratio errors that may occur. This is a 4th gear command (all solenoids OFF) which will result in a stalling condition when coming to a stop, (if 4th gear is available). The second Fail Safe Mode provides 2nd gear only (all solenoids OFF) if a solenoid circuit code is set before the vehicle is started. The Safety Mode Valve in the Main Valve body controls the routing of fluid for these two different fail safe modes. It is controlled by the MV-2 solenoid. This solenoid is turned ON in Park to move the Safety Mode Valve to the left as shown in Figure 3. When the Second Fail Safe mode is initiated, MV-2 is not energized which does not stroke the Safety Mode valve. This blocks the passages feeding the E clutch for 3rd and 4th gear, providing 2nd gear only.

CORRECTION: Replace the conical washers, as shown in Figure 1. The entire 2-4 servo assembly can be purchased through an authorized ZF parts distributor, as the conical washers are not sold separately. If good used conical washers are found, ensure that the washers are assembled in a "clam shell" configuration, as shown in Figure 1. SERVICE INFORMATION:

2-4 SERVO ASSEMBLY ................................................. ................................1050 201 227 NOTE: This is a ZF part number and is available only through an authorized ZF distributor.



81

2-4 SERVO ASSEMBLY

"E" CLIP RETAINER

SERVO PISTON ASSEMBLY

CONICAL CUSHION WASHERS

Washers Crack or Break as Shown Here and Must Be Installed in "Clam Shell" Configuration as Shown.

SERVO APPLY PIN

2-4 SERVO ASSEMBLY ZF part number 1050 201 227

Figure 1



82

SLIDE ZF-4HP-18FLE SOLENOID AND COMPONENT APPLICATION CHART

MV-1 MV-2 MV-3 EDS-1 "A" Sol. Sol. Sol. Sol. Clutch

RANGE Park/Neut

ON

ON

Reverse

ON

*

Drive-1st

ON

Drive-2nd

ON

Drive-3rd

ON

ON

Drive-4th Manual-1st "Failsafe"

ON

** ** ** ** ** ** ** Max.

***

"B" Clutch

2-4 Band

"C" Clutch

"D" Clutch

ON

"E" Clutch

ON

ON ON

ON

ON ON

ON ON

ON

ON

ON

ON

ON

ON

ON

ON

* ON For Reverse Inhibit Feature. ** Pressure Regulating. *** Electrical failure while in 4th gear, vehicle remains in 4th gear until engine is turned off. When vehicle is once again started, transaxle will be in "Failsafe" 2nd gear. SPECIAL NOTE: Solenoid and Clutch nomenclature are ATSG interpretations, not Audi's nor ZF.

Figure 2

SAFETY MODE VALVE OPERATION PARK POSITION ENGINE OFF

PARK POSITION ENGINE ON

SUCTION

SUCTION TO SV-2

TO SV-2

OUTPUT

OUTPUT TO SV-1

TO SV-1

SAFETY MODE VALVE

SAFETY MODE VALVE

TO SV-3

TO SV-3

TO SV-2 1/R VALVE

TO SV-2 1/R VALVE

TO MOD. VALVE

MV 1 OFF

MV 2 OFF

MV 3 OFF

X

X

X

EDS 1

x

TO SV-3

TO SV-3

TO SV-2 1/R VALVE

TO SV-2 1/R VALVE

TO MOD. VALVE

MV 1 OFF

MV 2 ON

MV 3 ON

X

X

X

MV-2 IS TURNED "ON" ONLY TO STROKE THE SAFETY MODE VALVE. PUMP PRESSURE WILL KEEP THE SAFETY MODE VALVE STROKED AS LONG AS THE ENGINE IS RUNNING

Figure 3


EDS 1

x


83

ZF 4HP-22/24 SERIES DIAGNOSTIC INFORMATION

104

1 9 40

289

D B

The Electronic Control system was first introduced in 1986 and was incorporated into the totaly hydraulic 4HP-22 unit produced by ZF. It combines the hydraulic control of forward and reverse gear engagement, with electronic control for automatic upshifts from 1st thru 4th and automatic downshifts from 4th thru 1st gears. Three different versions of valve bodies have been used on BMW vehicles, with minor differences between them The 1st version, designated Early "E-7" , has 5 solenoids on the valve body, was introduced in 1986 an d used up thru 1989. This version includes a solenoid for reverse lockout. The 2nd version, designated Late "E-7" , has 5 solenoids on the valve body, was introduced in 1988 and used up thru Mid-1989. This version includes a solenoid for reverse lockout. The 3rd version, designated "E-9", has 4 solenoids on the valve body, was introduced in Mid-1989 and used up thru 1994. This version uses a shift solenoid for the reverse lockout function.

MODEL YEAR USAGE CHART

Model Year

Valve Body Models

86 87 88 89 90 91 92 93 94

1st Version, Early "E-7", 5 Solenoid 2nd Version, Late "E-7", 5 Solenoid 3rd Version, "E-9", 4 Solenoid Copyright © 2003 ATSG

Figure 1



84

FOR ZF 4HP-22/24 SERIES VEHICLES Refer to Figure 1 for model year usage of the "E7", 5 Solenoid and "E9", 4 Solenoid valve bodies. Refer to Figure 2 for internal component application chart for all models. Refer to Figure 3 for shift quadrant and mode switch differences between the different models. FOR MODEL "E7", "5 SOLENOID" VALVE BODY Refer to Figure 4 for identification, location and function of the 5 solenoids, along with the shift solenoid firing order for the "E7" 5 solenoid models. Refer to Figure 5 for internal wire schematic and case connector terminal identification, along with a resistance chart to check the internal e lectronic components. Refer to Figure 6 for individual solenoid operation. Refer to Figure 7 for valve body assembly exploded view. Refer to Figure 8 for Lower Front Valve Body exploded view, with valve identification, and individual spring specifications, as observed in a used valve body. Refer to Figure 9 for Lower Rear Valve Body exploded view, with valve identification, and individual spring specifications, as observed in a used valve body. Refer to Figure 10 for MV-1 and MV-2 Shift Solenoid Body exploded view, with valve identification, and spring specifications, as observed in a used valve body. Refer to Figure 11 for Pressure Control Solenoid Body exploded view, with solenoid identification. Refer to Figure 12 for Reverse Lockout Solenoid Body exploded view, with valve identification, and spring specifications, as observed in a used valve body. Refer to Figures 13, 14, 15, 16 for retainer, check ball and orifice locations.

FOR MODEL "E9", "4 SOLENOID" VALVE BODY INFORMATION AND THE INDEX REFER TO FIGURE 17 IN THIS SECTION




" g a r K p " S S E I R E S 4 2 / 2 2 P H 4 F Z R O F T R A H C N O I T A C I L P P A T N E N O P M O C

F H C T U L C

G " A K R " P S

E H C T U L C

C H C T U ' L C C H C B T U H L C C T U L A C H C T U L C

D H C T U L C

G " J A " R P S

G " A H R " P S

d l o H

g " a r J p " S

d d d l o l o l o H H H d l o H

" g a r H p " S c " h t F u " l C c " h t E u " l C c " h t D u " l C c " h t C u " l C h " c ' t u C " l C c " h t B u " l C c " h t A u " l C

85

d l o H N O N O

N N N O O O

N O N N N O O O N O N O

N N O O N N N N O O O O

t l d E e s d t r h a n s 1 G k r 4 r 3 2 t r e N a v u " " " " A P e e D D D D R R N " " " "

. d e t i b i h n i . e r d e a g t i r n b i a i k e h g a n h r i b t s i 4 e n r d i a n e a g n g d e h r r t o 4 3 f , , d d e r d n i l 3 2 p p u u r r a h h s t t i t t s s h 1 1 c t t t f f u l i i h h C S S " c i c D i t a t a " t m m p o o e t t u u c e A A x , , , e e e v v v o b o o b a a b a s s a a s a e e e m m m a S a S a S

" " " 3 2 " " 1 "


Figure 2



86

SLIDE SHIFT QUADRANTS FOR ZF 4HP-22/24 SERIES

Early "E-7" Models Only (5 Solenoid) P

= Parking Pawl Engaged

R

= Reverse Gear

N

= Neutral

D

= Automatic Shifts 1st thru 4th Gears

3

= Automatic Shifts 1st thru 3rd Gears. 4th Gear is locked out.

2 1

Mode Switch Description A rotary switch with three fixed positions and an indicator light in the instrument cluster for the 3-2-1 (M) mode when selected

P

R N S

D

E

3 2 - 1 -

3

= Automatic Shifts 1st thru 2nd Gears. 3rd and 4th Gear are locked out. = 1st Gear Only. 2nd, 3rd and 4th Gear are locked out.

2 1

Late "E-7" Models Only (5 Solenoid) P


R

= Reverse Gear

N

= Neutral

D


3


2 1

Mode Switch Description A three position slide switch with Digital display of the three individual positions in instrument cluster (E-S-M). The switch is a momentary contact and spring loaded to a neutral position.

P

S R

E M

N D 3


2 1

"E-9" Models Only (4 Solenoid) P


R

= Reverse Gear

N

= Neutral

D


3


2 1


Mode Switch Description A two position slide switch for the "A" mode (Economy and "M" mode (Manual). The Sport mode is selected with the range selector in position 3, 2, or 1 and "A" mode selected. The switch is a momentary contact and spring loaded to a neutral position.

P

A R N

M

D 3 2 1


Figure 3



87

ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" IDENTIFICATION, LOCATION AND FUNCTION

MV-2 Solenoid

MV-5 Solenoid

MV-3 Solenoid

MV-1 Solenoid

1

0 24 3 4 8 2 5 7 0 3 1

6 4 2 6 2 4 3 4 0 1

02 . 4 3 6 10 7 0 5 2 3. 4 3 3 4 0 1

1 0 4 3 4 2 6 2

2 10 43 8

4 85 26 2 1 / 2 44 8 6

47

10 43 42 6 8 6

3

21 9

Speed Sensor

MV-4 Solenoid MV-1 Solenoid

MV-5 Solenoid

MV-2 Solenoid

MV-3 Solenoid

MV-4 Solenoid

Solenoid Function

Gear

MV-1

MV-2

MV-1

Shift Control

1st

ON

ON

MV-2

Shift Control

2nd

OFF

ON

3rd

OFF

OFF

4th

ON

OFF

MV-3

Lock-Up Control

MV-4

Reverse Lockout

MV-5

Line Pressure Control


Figure 4



88

ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" INTERNAL WIRE SCHEMATIC AND CONNECTOR TERMINAL IDENTIFICATION

Note: The case connector on this unit is not numbered on connector for identification. ATSG has chosen the numbers you see so that you can use the chart below to do a resistance check on internal components.

4

5 6

3

8 7 2

1

View Looking Into Case Connector

COMPONENT

TERMINALS

RESISTANCE

PART NUMBER

MV 1 Solenoid

5 And 6

30 - 34 Ohms

0501 307 869

MV 2 Solenoid

8 And 6

30 - 34 Ohms

0501 307 869

MV 3 Solenoid

7 And 6

30 - 34 Ohms

0501 307 869

MV 4 Solenoid

2 And 6

30 - 34 Ohms

0501 307 869

MV 5 Solenoid

1 And 6

2.5 - 4.5 Ohms

0501 206 997

Output Speed Sensor

3 And 4

265 Ohms (72° F)

0501 311 086

6 5 7 2 8 1 3 4

PURPLE GRAY

PURPLE

PURPLE

PURPLE

PURPLE

RED ORANGE LT. GREEN

MV 1

MV 3

MV 4

MV 2

MV 5

LT. BLUE BROWN BROWN

NOTE: Some internal wire colors may vary.

Output Sensor


Figure 5



89

SLIDE ZF-4HP-22 MODEL "E7", "5 SOLENOID" VALVE BODY, SOLENOID OPERATION

MV1, 2, 3 AND 4 OPERATION SOLENOID "ON" SOLENOID "OFF" X

X

EXHAUST BLOCKED

PRESSURE FROM SV1,2 OR 3 EXHAUSTED

MV 1, 2, 3, 4

MV 1, 2, 3, 4

From Dr.Red. V-1 BLOCKED

From Dr.Red. V-1 OPEN TO SV-1,2 OR 3

From SV-1,2 OR 3

SUMMARY: When MV 1, 2, 3 or 4 is "OFF" Solenoid reducing pressure, from Dr.Red. V-1, is blocked by the solenoid and oil pressure from SV 1, 2 or 3 is exhausted at the rear of the solenoid.

When MV 1, 2, 3 or 4 is "ON" Solenoid reducing pressure, From Dr.Red. V-1, is open through the solenoid and is applied to SV 1, 2 or 3. The exhaust at the rear of the solenoid is closed.

MV-5 OPERATION (Line Pressure Solenoid) SOLENOID "OFF"

SOLENOID "ON"

MV-5

MV-5

EXHAUST BLOCKED X To Modulation Valve

EXHAUST OPEN X To Modulation Valve

Supply From Dr.Red. V-2 OPEN

Supply From Dr.Red. V-2 OPEN

When MV-5 solenoid is "OFF," solenoid reducing pressure, from Dr. Red. V-2, is high to MOD-V valve which creates high line pressure. When MV-5 solenoid is "ON," solenoid reducing pressure, from Dr. Red. V-2, is low to MOD-V valve which creates low line pressure. Copyright © 2003 ATSG

Figure 6



90

SLIDE ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" VALVE BODY ASSEMBLY

3 4 0 1

9

7

1 0 24 3 4 8 2 5 7 0 3 1

8

6 4 2 6 2 4

6 1 0 4 3 4 2 6 2

2 8

2 0 . 36 0 4 1 5 7 0 2 3. 4 3 3

4 0 1

5

4

3

10 43

4 85 26 2 1 / 2 4 4 8 6

47

10 43 86

3

42 6

21 9

2

10

1

1 2 3 4 5

LOWER FRONT VALVE BODY ASSEMBLY LOWER REAR VALVE BODY ASSEMBLY VALVE BODY SPACER PLATE SPACER PLATE TO CHANNEL PLATE GASKET CHANNEL PLATE ASSEMBLY

6 7 8 9 10

MV-4 SOLENOID BODY ASSEMBLY MV-3 AND MV-5 SOLENOID BODY ASSEMBLY MV-1 AND MV-2 SOLENOID BODY ASSEMBLY MV-1/MV-2 SOLENOID BODY TO CHANNEL PLATE SPACER PLATE OIL PIPE, LOWER FRONT VALVE BODY TO CHANNEL PLATE


Figure 7



91

SLIDE ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" LOWER "FRONT" VALVE BODY 1 0 24 3 4 8 2 5 7 0 3 1

6 4 2 6 2 4 3 4 0 1

Legend And Spring Specifications Found On Next Page.

2 0 . 4 3 6 10 7 0 5 2 3. 4 3 3 4 0 1

1 0 4 3 4 2 6 2

10 2 43 8

4 85 26 24 4 1 86 / 2

47

10 43 42 62 86 19 3

18

Rear Side Exploded View 1

19

3

2

5 6 8

4

20

7 10 11 13 12

9 14 15

19

10 43 42 47 62 86 19 3

16

21

17

1

26 24

25

27 28

23 47

10 43 86

3

22

32 42 6

31 33

21 9

29

30 35 34

22 37

Front Side Exploded View

39

36 40

38

OIL PIPE


Figure 8



92

FIGURE 8 LEGEND AND SPRING SPECIFICATIONS 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35

LOWER FRONT VALVE BODY CASTING "C' " CLUTCH VALVE "C' " CLUTCH VALVE SPRING "C" CLUTCH VALVE "C" CLUTCH VALVE RETAINER "B" CLUTCH DAMPER PISTON "B" CLUTCH DAMPER PISTON OUTER SPRING "B" CLUTCH DAMPER PISTON INNER SPRING "B" CLUTCH DAMPER PISTON SPRING SEAT "D" CLUTCH DAMPER PISTON "D" CLUTCH DAMPER PISTON SPRING "D" CLUTCH DAMPER PISTON SPRING SEAT "D" CLUTCH VALVE SLEEVE "D" CLUTCH VALVE RETAINER "D" CLUTCH VALVE PRESSURE REGULATOR VALVE SPRING PRESSURE REGULATOR VALVE REAR SIDE COVER RETAINING BOLT, 34 mm LENGTH (2) REAR SIDE COVER RETAINING BOLT, 17 mm LENGTH (3) REAR SIDE COVER RETAINING BOLT, 21 mm LENGTH (1) REAR SIDE COVER FRONT SIDE COVER RETAINING BOLT, 17 mm LENGTH (4) FRONT SIDE COVER RETAINING BOLT, 29 mm LENGTH (1) FRONT SIDE COVER TORQUE CONVERTER LOCK-UP VALVE SPRING TORQUE CONVERTER LOCK-UP VALVE 2-3 SHIFT VALVE SPRING 2-3 SHIFT VALVE "C" CLUTCH DAMPER PISTON "C" CLUTCH DAMPER PISTON SPRING "C" CLUTCH DAMPER PISTON SPRING SEAT "B" CLUTCH REGULATOR VALVE RETAINER "B" CLUTCH REGULATOR VALVE 1-2 SHIFT VALVE 1-2 SHIFT VALVE SPRING

36 37 38 39 40

"A" CLUTCH DAMPER PISTON "A" CLUTCH DAMPER SPRING "A" CLUTCH DAMPER PISTON SPRING SEAT "A" CLUTCH DAMPER SPRING SEAT RETAINER MANUAL SHIFT VALVE

SPRING ILLUSTRATION NO. 3: FREE LENGTH = 1.495" SPRING DIAMETER = .360" WIRE DIAMETER = .035"











Figure 8 Legend




93

SLIDE ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" LOWER "REAR" VALVE BODY 1 0 24 3 4 8 2 5 7 0 3 1

6 4 2 6 2 4 3 4 0 1


2 0 . 4 3 6 10 7 0 5 2 3. 4 3 3 4 0 1

1 0 4 3 4 2 6 2

10 2 43 8

4 85 26 24 4 1 86 / 2

47

10 43 42 62 86 19 3

Rear Side Exploded View 44 43 45

42

46 47

6 8 1 6 2 4 3 4 0 1 4

49

7 4

48 50

41 HARNESS BRACKET

51 52 53

56 55 54

57

58

59 60 1 0 43 4 8 26 5

86

2 1 / 2 44


62 HARNESS CLIPS

61


Figure 9



94

FIGURE 9 LEGEND AND SPRING SPECIFICATIONS 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62

REAR SIDE COVER RETAINING BOLTS, 17 mm LENGTH (6) REAR SIDE COVER PRESSURE REDUCING VALVE "2" SPRING PRESSURE REDUCING VALVE "2" "F" CLUTCH DAMPER PISTON SPRING SEAT "F" CLUTCH DAMPER PISTON SPRING "F" CLUTCH DAMPER PISTON PRESSURE REDUCING VALVE "1" SPRING PRESSURE REDUCING VALVE "1" LOWER REAR VALVE BODY CASTING "C' " CLUTCH DAMPER PISTON "C' " CLUTCH DAMPER PISTON OUTER SPRING "C' " CLUTCH DAMPER PISTON INNER SPRING "E" CLUTCH DAMPER PISTON INNER SPRING "E" CLUTCH DAMPER PISTON OUTER SPRING "E" CLUTCH DAMPER PISTON "F" CLUTCH VALVE RETAINER "F" CLUTCH VALVE 3-4 SHIFT VALVE 3-4 SHIFT VALVE SPRING FRONT SIDE COVER FRONT SIDE COVER RETAINING BOLTS, 17 mm LENGTH (5)










Figure 9 Legend



95

SLIDE ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" SHIFT SOLENOID BODY 64

65

64

66

65 76

63

70

67 6 4 2 6 2 4 3 4 0 1

68

69

71 72 74

73

75

1 0 24 3 4 8 2 5 7 0 3 1

6 4 2 6 2 4 3 4 0 1

2 0 . 3 6 0 4 7 0 51 2 3. 4 3 3 4 0 1

1 0 4 3 4 2 6 2

10 2 43 8

4 85 26 24 4 1 86 86 / 2

47

63 64 65 66 67 68 69 70 71 72 73 74 75 76

SHIFT SOLENOID BODY CASTING SOLENOID RETAINING BRACKET SOLENOID RETAINING BOLT, 11 mm LENGTH MV-2 SHIFT SOLENOID ASSEMBLY 1-2 AND 3-4 SHIFT CONTROL VALVE 1-2 AND 3-4 SHIFT CONTROL VALVE SPRING 1-2 AND 3-4 SHIFT CONTROL VALVE BORE PLUG 1-2 AND 3-4 SHIFT CONTROL BORE PLUG RETAINER T.C.C. LOCK-UP DAMPER PISTON T.C.C. LOCK-UP DAMPER PISTON SPRING T.C.C. LOCK-UP DAMPER PISTON SPRING SEAT T.C.C. LOCK-UP DAMPER PISTON SPRING SEAT RETAINER SOLENOID BODY TO CHANNEL PLATE SPACER PLATE MV-1 SHIFT SOLENOID ASSEMBLY

10 43 42 62 86 19 3

SPRING ILLUSTRATION NO. 68: FREE LENGTH = 1.542" SPRING DIAMETER = .372" WIRE DIAMETER = .035" SPRING ILLUSTRATION NO. 72: FREE LENGTH = 3.622" SPRING DIAMETER = .422" WIRE DIAMETER = .044"

Figure 10




96

ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" PRESSURE CONTROL SOLENOID BODY

79

77

64 65

1 0 24 3 4 8 2 5 7 0 3 1

78

65 64

1 0 24 3 4 8 2 5 7

6 4 2 6 2 4 3 4 0 1

0 3 1

2 0 . 3 6 0 4 1 7 0 5 2 3. 4 3 3 4 0 1

1 0 4 3 4 2 6 2

10 2 43 8

4 85 26 24 4 1 86 / 2

47

64 65 77 78 79

10 43 42 62 86 19 3

SOLENOID RETAINING BRACKET SOLENOID RETAINING BOLT, 11 mm LENGTH PRESSURE CONTROL SOLENOID BODY CASTING MV-3 LOCK-UP CONTROL SOLENOID ASSEMBLY MV-5 PRESSURE CONTROL SOLENOID ASSEMBLY


Figure 11



97

SLIDE ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" REVERSE LOCKOUT SOLENOID BODY 64 65

91

80

90 89

81

1 0 4 3 4 2 6 2

88

2 8

82 84

83

85

87

86

1 0 24 3 4 8 2 5 7 0 3 1

6 4 2 6 2 4 3 4 0 1

2 0 . 3 6 0 4 1 7 0 5 2 3. 4 3 3 4 0 1

1 0 4 3 4 2 6 2

10 2 43 8

4 85 26 24 4 1 86 86 / 2

47

64 65 80 81 82 83 84 85 86 87 88 89 90 91

SOLENOID RETAINING BRACKET SOLENOID RETAINING BOLT, 11 mm LENGTH REVERSE LOCKOUT SOLENOID BODY CASTING MV-4 REVERSE LOCKOUT SOLENOID ASSEMBLY MODULATION VALVE MODULATION VALVE SPRING MODULATION VALVE SLEEVE MODULATION VALVE BORE PLUG MODULATION VALVE BORE PLUG RETAINER MODULATION VALVE RETAINER REVERSE LOCKOUT VALVE REVERSE LOCKOUT VALVE SPRING REVERSE LOCKOUT VALVE SPRING SEAT REVERSE LOCKOUT SPRING SEAT RETAINER

10 43 42 62 86 19 3


Figure 12



98

ZF


99

ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" LOWER "FRONT" VALVE BODY .175" DIAMETER CHECKBALL (Some Models Only)

Retainer Retainer

DIRECT ACCUMULATOR .046" Cup Up

Retainer INTERMEDIATE ACCUMULATOR .032" Cup Up

Retainer

INTERMEDIATE CLUTCH FEED .046" Cup Down


Figure 13


100

ATSG


101

ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" LOWER "REAR" VALVE BODY

OVERDRIVE ACCUMULATOR .039" Cup Up

Retainer

PLASTIC VALVE AND SPRING

INPUT ACCUMULATOR .052" Cup Down


Figure 14



102

ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" CHANNEL PLATE

FORWARD ACCUMULATOR .062" Cup Down

.235" DIAMETER PLASTIC CHECKBALL

LOW/REVERSE ACCUMULATOR .032" Cup Down

015 695

OVERDRIVE .046" Cup Down


Figure 15



103

ZF-4HP-22/24 MODEL "E-7", "5 SOLENOID" ALL SOLENOID BODIES

Retainer

Retainer

Retainer Retainer

.175" DIAMETER CHECKBALL

Copyright © 2003 2000 ATSG

Figure 16



104

ZF 4HP-22/24 SERIES DIAGNOSTIC INFORMATION

104

1 9 40

2 89

D B

FOR MODEL "E9", "4 SOLENOID" VALVE BODY Refer to Figure 18 for identification, location and function of the 5 solenoids, along with the shift solenoid firing order for the "E9" 4 solenoid models. Refer to Figure 19 for internal wire schematic and case connector terminal identification, along with a resistance chart to check the internal electronic components. Refer to Figure 20 for individual solenoid operation. Refer to Figure 21 for Complete Valve Body Assembly exploded view. Refer to Figure 22 for Lower Front Valve Body exploded view, with valve identification. Refer to Figure 23 for Lower Rear Valve Body exploded view, with valve identification. Refer to Figure 24 for MV-5 Solenoid Body exploded view, with valve identification. Refer to Figure 25 for MV-1 and MV-2 Solenoid Body exploded view, with valve identification. Refer to Figure 26 for MV-3 Lock-Up Solenoid Body exploded view, with identification. Refer to Figures 27, 28, 29 and 30 for retainer, checkball and orifice locations. MODEL YEAR USAGE CHART

Model Year

Valve Body Models

86 87 88 89 90 91 92 93 94

1st Version, Early "E-7", 5 Solenoid 2nd Version, Late "E-7", 5 Solenoid 3rd Version, "E-9", 4 Solenoid Copyright © 2003 ATSG

Figure 17



105

ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" IDENTIFICATION, LOCATION AND FUNCTION

MV-1 Solenoid

MV-2 Solenoid

2 8 0 7 2 4 3 4 0 1

9

MV-3 Solenoid

2 5 8

$ $ 2 r N m 8 r 3 2 o 0 4 F 8 9 2 7 1 3 4 4 0 1

10 43 1-

1

10

43

89

D M F R O R 8 M 8 2 3 1 2 N E S T 1

4 85 26 24 4 8 1 / 2 6

42

7

04

5

Speed Sensor

MV-5 Solenoid MV-2 Solenoid

MV-3 Solenoid

MV-1 Solenoid

MV-5 Solenoid

Solenoid Function

Gear

MV-1

MV-2

MV-1

Shift Control

1st

OFF

ON

MV-2

Shift Control

2nd

ON

ON

3rd

ON

OFF

4th

OFF

OFF

Rev 0 mph

ON

OFF

Rev Above 3 mph

OFF

ON

MV-3

Lock-Up Control

MV-5

Line Pressure Control


Figure 18



106

ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" INTERNAL WIRE SCHEMATIC AND CONNECTOR TERMINAL IDENTIFICATION

Note: The case connector on this unit is not numbered on connector for identification. ATSG has chosen the numbers you see so that you can use the chart below to do a resistance check on internal components.

4

5 6

3

8 7 1

View Looking Into Case Connector

COMPONENT

TERMINALS

RESISTANCE

PART NUMBER

MV 1 Solenoid

5 And 6

30 - 34 Ohms

0501 310 967

MV 2 Solenoid

8 And 6

30 - 34 Ohms

0501 310 967

MV 3 Solenoid

7 And 6

30 - 34 Ohms

0501 310 967

MV 5 Solenoid

1 And 6

4.5 - 6.5 Ohms

0501 311 500

Output Speed Sensor

3 And 4

265 Ohms (72° F)

0501 311 086

6 5 7

8 1 3 4

PURPLE GRAY

PURPLE

PURPLE

PURPLE

RED

LT. GREEN

MV 1

MV 3

MV 2

MV 5

LT. BLUE BROWN BROWN

NOTE: Some internal wire colors may vary.

Output Sensor


Figure 19



107

ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" VALVE BODY, SOLENOID OPERATION

MV1-MV3 SOLENOID "OFF"

SOLENOID "ON"

X

X

EXHAUST BLOCKED

PRESSURE FROM THE SHIFT VALVE THAT THE SOLENOID CONTROLS IS EXHAUSTED

MV 1-3

MV 1-3

From Pressure reducing valve 1 OPEN

From Pressure reducing valve 1 BLOCKED From the shift valve the Solenoid controls

To the shift valve the Solenoid controls

SUMMARY: When MV 1 thru 3 is in the "OFF" state, Solenoid reducing pressure, from Pressure reducing valve 1, is blocked by the solenoid and oil pressure from the valve that the solenoid controls is exhausted at the rear of the solenoid. When MV 1 thru 3 is in the "ON"state, Solenoid reducing pressure, from Pressure reducing valve 1, is open through the solenoid and is applied to the valve that the solenoid controls. The exhaust at the rear of the solenoid is closed.

MV-5 (Line Pressure Solenoid)

SOLENOID "OFF"

SOLENOID "ON"

MV-5

EXHAUST BLOCKED X

MV-5

EXHAUST OPEN X

From Pressure reducing valve 2 to Mod. valve

From Pressure reducing valve 2 and Mod.valve

SUMMARY: When MV-5 solenoid is "OFF," solenoid reducing pressure, from Pressure reducing valve 2, is high to the Modulating valve which creates high line pressure. When MV-5 solenoid is "ON," solenoid reducing pressure, from Pressure reducing valve 2, is low to the Modulating valve which creates low line pressure.


Figure 20



108

SLIDE ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" VALVE BODY ASSEMBLY

7 8 6

2 8 0 7 2 4 3 4 0 1

9

2 5 8

D M F R O R M 8 8 2 1 2 N 3 E S T 1

$ $ 2 r N m 8 r 3 o 2 0 F 4 8 9 2 7 1 3 4 4 0 1

5

4

3

10 43 1-

1

10

43

89

4 85 26 2 1 / 2 44 8 6

42

7

04

5

2

1

1 2 3 4 5

LOWER FRONT VALVE BODY ASSEMBLY LOWER REAR VALVE BODY ASSEMBLY VALVE BODY SPACER PLATE SPACER PLATE TO CHANNEL PLATE GASKET CHANNEL PLATE ASSEMBLY

6 MV-5 SOLENOID BODY ASSEMBLY 7 MV-3 SOLENOID BODY ASSEMBLY 8 MV-1 AND MV-2 SOLENOID BODY ASSEMBLY


Figure 21



109

SLIDE ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" LOWER "FRONT" VALVE BODY

2 8 0 7 2 4 3 4 0 1


2 5 8

9

$ $ 2 r N m 8 r 3 o 2 0 F 4 8 9 7 2 1 3 4 4 0 1

1-

1

10

43

10 D M F R 43 O R M 8 8 1 2 3 2 4 N E 85 26 S T 24 1 1 4 86 / 2 42

7

89

04

5

5

21

4

3 2 1

7 9

10

6

21

8

22 13

21

12 11 17 18 1-

1

10

43

89

42

7

04

16

15

14

19

25

5

20

Rear Side Exploded View

1

30 29 28

32 33

34 1-

1

10

43

89

42

7

04

31 35

5

36

27

26


38 40

37

39

41


Figure 22



110

FIGURE 22 LEGEND AND SPRING SPECIFICATIONS 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 25 26 27 28 29 30 31 32 33 34 35 36

LOWER FRONT VALVE BODY CASTING "C' " CLUTCH VALVE SPRING "C' " CLUTCH VALVE 2-3 SHIFT VALVE 2-3 SHIFT VALVE SPRING "C" CLUTCH VALVE "C" CLUTCH VALVE RETAINER "B" CLUTCH DAMPER PISTON "B" CLUTCH DAMPER PISTON OUTER SPRING "B" CLUTCH DAMPER PISTON INNER SPRING "B" CLUTCH DAMPER PISTON SPRING SEAT 1-2 SHIFT VALVE 1-2 SHIFT VALVE SPRING "D" CLUTCH DAMPER PISTON "D" CLUTCH DAMPER PISTON SPRING "D" CLUTCH DAMPER PISTON SPRING SEAT "D" CLUTCH VALVE RETAINER "D" CLUTCH VALVE PRESSURE REGULATOR VALVE SPRING PRESSURE REGULATOR VALVE REAR SIDE COVER RETAINING BOLT, 17 mm LENGTH (5) REAR SIDE COVER RETAINING BOLT, 24 mm LENGTH (1) REAR SIDE COVER FRONT SIDE COVER RETAINING BOLT, 17 mm LENGTH (3) FRONT SIDE COVER RETAINING BOLT, 29 mm LENGTH (1) FRONT SIDE COVER TORQUE CONVERTER LOCK-UP VALVE SPRING TORQUE CONVERTER LOCK-UP VALVE "C" CLUTCH DAMPER PISTON SPRING SEAT "C" CLUTCH DAMPER PISTON OUTER SPRING "C" CLUTCH DAMPER PISTON INNER SPRING "C" CLUTCH DAMPER PISTON "B" CLUTCH REGULATOR VALVE RETAINER "B" CLUTCH REGULATOR VALVE

37 38 39 40 41

"A" CLUTCH DAMPER PISTON "A" CLUTCH DAMPER SPRING "A" CLUTCH DAMPER PISTON SPRING SEAT "A" CLUTCH DAMPER SPRING SEAT RETAINER MANUAL SHIFT VALVE











Figure 22 Legend




111

ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" LOWER "REAR" VALVE BODY

2 8 0 7 2 4 3 4 0 1

9


2 5 8

$ $ 2 r N m 8 r 3 o 0 F 2 4 9 8 2 7 1 4 3 4 0 1

1-

1

10

43

89

10 D M F R 43 O R M 8 8 3 1 2 2 N E 85 426 S T 24 1 1 4 86 / 2 86 42

7

04

5

42 44

45 46

47 49

48 43

50 51

Rear Side Exploded View

10 43

4 85 26 8 6

2 1 / 44 2

52

53 54 55

56 57 59 61

58

60

1 0 43

4 85 2 6 2 1 / 2 44 8 6

62 63

65 HARNESS CLIPS

64



Figure 23



112

FIGURE 23 LEGEND AND SPRING SPECIFICATIONS 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65

REAR SIDE COVER RETAINING BOLTS, 17 mm LENGTH (3) REAR SIDE COVER RETAINING BOLTS, 21 mm LENGTH (2) REAR SIDE COVER PRESSURE REDUCING VALVE "1" SPRING PRESSURE REDUCING VALVE "1" "F" CLUTCH DAMPER PISTON "F" CLUTCH DAMPER PISTON SPRING "F" CLUTCH DAMPER PISTON SPRING SEAT SAFETY VALVE SPRING SAFETY VALVE LOWER REAR VALVE BODY CASTING "C' " CLUTCH DAMPER PISTON "C' " CLUTCH DAMPER PISTON OUTER SPRING "C' " CLUTCH DAMPER PISTON INNER SPRING "E" CLUTCH DAMPER PISTON "E" CLUTCH DAMPER PISTON SPRING "F" CLUTCH VALVE "F" CLUTCH VALVE RETAINER PRESSURE REDUCING VALVE "2" PRESSURE REDUCING VALVE "2" SPRING 3-4 SHIFT VALVE 3-4 SHIFT VALVE SPRING FRONT SIDE COVER FRONT SIDE COVER RETAINING BOLTS, 17 mm LENGTH (5)










Figure 23 Legend




113

SLIDE ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" MV-5 SOLENOID BODY 81

82

80 79

66 67

83 78 69

D M F R O R 8 M 8 3 1 2 2 N E S T 1

68

76

77

70 72 73 74

71

75

2 8 0 7 2 4 3 4 0 1

9

2 5 8

10 43 1

-1

10

43

89

66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83

$ $ 2 r N m 8 r 3 2 o 0 4 F 8 9 2 7 1 3 4 4 0 1 D M F R O R 8 M 8 2 3 1 2 N E S T 1

4 85 26 24 1 4 86 / 2

42

7

04 5

SOLENOID RETAINING BRACKET SOLENOID RETAINING BOLT, 11 mm LENGTH MV-5 LINE PRESSURE SOLENOID ASSEMBLY MV-5 LINE PRESSURE SOLENOID "O" RING MODULATION VALVE MODULATION VALVE RETAINER MODULATION VALVE SPRING MODULATION VALVE SPRING SLEEVE MODULATION VALVE BORE PLUG MODULATION VALVE BORE PLUG RETAINER MODULATION VALVE BALANCE SPRING MODULATION VALVE ADJUSTING PLUG "O" RING MODULATION VALVE ADJUSTING PLUG REVERSE LOCKOUT VALVE REVERSE LOCKOUT VALVE SPRING REVERSE LOCKOUT VALVE BORE PLUG REVERSE LOCKOUT VALVE BORE PLUG RETAINER MV-5 SOLENOID BODY CASTING

SPRING ILLUSTRATION NO. 72: FREE LENGTH = 1.245" SPRING DIAMETER = .302" WIRE DIAMETER = .039" SPRING ILLUSTRATION NO. 76: FREE LENGTH = .770" SPRING DIAMETER = .377" WIRE DIAMETER = .027" SPRING ILLUSTRATION NO. 80: FREE LENGTH = 1.835" SPRING DIAMETER = .380" WIRE DIAMETER = .035"


Figure 24



114

SLIDE ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" MV-1 AND MV-2 SOLENOID BODY 67 66 66

67

93

91 92

87

84

85

86

2 8 0 7 2 4 3 4 0 1

2 5 8

9

90 89 88

2 8 0 7 2 4 3 4 0 1

9

2 5 8

10 43 1-

1

10

43

89

66 67 84 85 86 87 88 89 90 91 92 93

$ $ 2 r N m 8 r 3 o 2 0 4 F 9 8 2 7 1 3 4 4 0 1 D M F R O R 8 M 8 2 1 3 2 N E S T 1

4 85 26 24 1 4 86 / 2

42

7

04

5

SOLENOID RETAINING BRACKET SOLENOID RETAINING BOLT, 11 mm LENGTH T.C.C. VALVE BORE PLUG RETAINER T.C.C. VALVE BORE PLUG TORQUE CONVERTER CLUTCH VALVE TORQUE CONVERTER CLUTCH VALVE SPRING LUBRICATION VALVE SPRING RETAINER LUBRICATION VALVE SPRING LUBRICATION VALVE MV-2 SHIFT SOLENOID ASSEMBLY MV-1 SHIFT SOLENOID ASSEMBLY SHIFT SOLENOID BODY CASTING


Figure 25




115

SLIDE ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" MV-3 MV -3 SOLENOID BODY 94 95

67 66

2 8 0 7 2 4 3 4 0 1

9

2 5 8

10 43 1-

1

10

43

89

66 67 94 95

$ $ 2 r N m 8 r 3 o 2 0 4 F 9 8 2 7 1 3 4 4 0 1 D M F R O R 8 M 8 2 1 3 2 N E S T 1

4 85 26 24 1 86 / 2 2 4

42

7

04

5

SOLENOID RETAINING RETAINING BRACKET SOLENOID RETAINING BOLT, 11 mm LENGTH MV-3 LOCK-UP SOLENOID ASSEMBLY MV-3 SOLENOID BODY CASTING

Copyright © 2003 ATSG ATSG

Figure 26


"2004" SEMINAR INFORMATION SLIDE ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" LOWER "FRONT" VALVE BODY

116

.175" DIAMETER CHECKBALL (Some Models (Some Models Only)

Retainer Retainer

Retainer

DIRECT ACCUMULATOR .035" Cup Up

INTERMEDIATE ACCUMULATOR .040" Cup Up

Retainer INTERMEDIATE CLUTCH FEED .040" Cup Cup Down Down Copyright © 2003 ATSG ATSG

Figure 27 ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" LOWER "REAR" VALVE BODY

Retainer

OVERDRIVE ACCUMULATOR .040" Cup Up

PLASTI C VALVE PLASTIC VALVE AND SPRING

INPUT ACCUMULATOR Cup Down Down .055" Cup

Figure 28



117

ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" CHANNEL PLATE


.040" Cup Down

FORWARD ACCUMULATOR Cup Down Down .032" Cup


LOW/REVERSE ACCUMULATOR Cup Down Down .032" Cup

.047" Cup Down OVERDRIVE Cup Down Down .062" Cup

Copyright © 2003 ATSG ATSG

Figure 29


118

Auto Trans Group


119

ZF-4HP-22/24 MODEL "E-9", "4 SOLENOID" ALL SOLENOID BODIES

Retainer

Retainer

9

1 4 0 2 / 7 1 2 2 4 P 3 4 0 1

Retainer

Retainer

Retainer

2/1


Figure 30


120

Raybestos

IBC

TTXE

HONDA CIVIC A4RAB4RAM4RA.pdf

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