2009 ATRA Seminar Manual

2009
TECHNICAL SEMINAR
Our Goal is
YOUR Success!
Intro
2009
TECHNICAL SEMINAR
Our Goal is
YOUR Success!
2009 ATRA. All Rights Reserved.
ii
Intro
The
Automatic Transmission Rebuilders
Association
2400 Latigo Avenue

Oxnard, CA 93030
Phone: (805) 604-2000 Fax: (805) 604-2005
http://www.atra.com
This manual has been developed by the Automatic Transmission Rebuilders Association
(ATRA) Technical Department to be used by qualified transmission technicians in
conjunction with ATRAs technical seminars. Since the circumstances of its use are
beyond ATRAs control, ATRA assumes no liability for the use of such information or any
damages incurred through its use and application. Nothing contained in this manual is
to be considered contractual or providing some form of warranty on the part of ATRA. No
part of this program should be construed as recommending any procedure which is
contrary to any vehicle manufacturers recommendations. ATRA recommends only
qualified transmission technicians perform the procedures in this manual.
This manual contains copyrighted material belonging to ATRA. No part of this manual
may be reproduced or used in any form or by any means graphic, electronic or
mechanical, including photocopying, recording, electronic or information storage and
retrieval without express written permission from the ATRA Board of Directors.
Public exhibition or use of this material for group training or as part of a school
curriculum, without express written permission from the ATRA Board of Directors is
strictly prohibited.
ATRA and the ATRA logo are registered trademarks of the Automatic Transmission
Rebuilders Association.
Portions of materials contained herein have been reprinted with permission of General
Motors Corporation, Service Technology Group Agreement # 0610228.
Portions of materials contained herein have been reprinted with permission of Ford
Motor Company.
Portions of materials contained herein have been reprinted with permission of Daimler
Chrysler Corporation.
Intro
iii
Dennis Madden
Chief Executive Officer
Congratulations on attending ATRAs 2009 Technical Seminar!
These days, many shops are devoting more of their time to learning marketing and management techniques; concepts and practices designed to help shops bring more customers in the door.
Thats important we cant stay in business without customers. But bringing em in the
door is only half the job: It doesnt mean a thing unless you have the skills and training
to get em back out again.
Thats what the ATRA Technical Seminar program is all about: Its designed to provide
you with the latest information and training, to help you fix todays transmission
problems. So you can get em out the door again, with their transmissions working like
new. Because thats whatll keep em coming back again and again.
So, on behalf of the ATRA staff and the ATRA Chapters that have worked so hard to put
this program together, Id like to welcome you, and thank you for doing your part to keep
our industry strong. We hope you have a wonderful day, and a terrific learning
experience.
Dennis Madden,
ATRA, CEO
iv
Intro
Lance Wiggins
Technical Director
The ATRA technical department is proud to be celebrating another year serving the
automatic transmission repair industry. Many changes have taken place over the years,
technical training has become an integral part of todays transmission repair industry.
To that end, ATRA is pleased to present its 2009 Technical Seminar. Packed with
countless hours of research, this years seminar will stand out as one of the most
demanding and useful technical training programs ever developed for this industry.
With over 240 pages of up-to-the-minute technical information, the 2009 Technical
Seminar Manual will remain a valuable resource long after the seminar is just a
memory.
Were confident that youll find this years seminar presentation and technical manual
both informative and profitable. In fact, were so sure youll be satisfied with what you
learn in this program, we guarantee it!
On behalf of the entire ATRA staff, the international board of directors, and all of the
ATRA members worldwide, wed like to thank you for your continued support.
Lance Wiggins
ATRA Technical Director
Intro
ATRA Technical Team

Randall Schroeder
Senior Technician
and Seminar Speaker
Steve Garrett
Technical Advisor,
Seminar Speaker,
Service Engineer
David Skora
Senior Technician
Pete Huscher
Technical Advisor
Mike Brown
Technical Advisor
Bill Brayton
Technical Advisor,
Seminar Speaker
Mike Souza
Technical Advisor,
Seminar Speaker
Jon Rodriguez
Technical Advisor
vi
Intro
ATRA Staff

Chief Executive Officer:
GEARS Managing Editor:
Rodger Bland
GEARS Magazine:
Frank Pasley
Dennis Madden
Jeanette Troub

Events Manager:
Event Services:
Director of Membership
and IT Services:
Membership Department:
Vanessa Velasquez
Kim Paris
Kelly Hilmer
Kim Brattin
Deon Olmos
Jim Spitsen
Accounting Manager:
Accounting Department:
Jody Wintermute
Rosa Smith
Valerie Mitchell
Bookstore Manager:
ATRA Bookstore:
Shaun Velasquez
Ron Brattin
vii
Intro
ATRA would like to thank the following

companies for their continued support!
viii
Intro
Table of Contents
GM
4T40/45E
TCC Surge ..................................................................2
Reverse Input Clutch Wave Plate.................................3
Intermediate/4th Clutch Cushion Springs ..................4
Direct Clutch Material ................................................5
Spacer Plate................................................................6
4T65E
Case Cover Dowels (Channel Plate) .............................7
Sprocket Support ........................................................8
4T80E
TCC Buzz Noise ..........................................................9
6T40/45E
No and/or Hard Shifts ..............................................10
4L60E
Erratic TCC Surge, Cycling .......................................12
5L50/6L50
Shift to Park Message ...............................................13
6L50/80/90
TCC Noise and/or Vibration ......................................14
No Forward Movement ..............................................15
Clutch Shudder Condition ........................................16
Ticking and/or Rattling Noise ...................................17
P1875 .......................................................................18
Low Sprag Update .....................................................19
Delayed Engagement, Reverse Drain Down, Delay .....20
Spacer Plate and Valve Body Spring Update ..............21
P1825, P182E, P1915 ...............................................22
P0751 .......................................................................24
2-3 Shift Concerns ....................................................26
LCT 1000
Fluid Leaks from the Vent .........................................27
Fluid Leaks from the Bell housing Area .....................28
P0872, P1711 ...........................................................29
Shift Concerns, Erratic Operation .............................31
Multiple DTCs, Erratic Operation, Bad TCM .............32
Neutrals while Driving, No Reverse, P0877, P2723 ....33
P0658, P2670, Transmission Stuck ..........................35
in Neutral, No Reverse
Pump Seal ................................................................37
T1, T2, T3, and T6 Torrington Bearing ......................38
DTCs for 2009 Model Year ........................................39
Intro
ix
Table of Contents
Ford
AWF-21B
Solenoid Identification and Locations ........................44
Pressure Regulator Valve Adjustment .......................45
Upper Valve Body Valve Description..........................46
Lower Valve Body Valve Description..........................47
Middle Valve Body ....................................................48
Upper Valve Body Top Side .......................................50
Upper Valve Body Check Valve Locations ..................51
Lower Valve Body Check Valve Locations ..................52
Accumulator Piston and Spring Location ..................53
6F50
O/D Piston Return Snap Ring Removal .....................54
Direct Clutch Return Snap Ring Removal..................56
Intermediate Piston Return Snap Ring Removal ........58
Reverse Piston Return Snap Ring Removal ................59
Specifications ...........................................................60
4R70W/4R70/75E Interchange Information
Anti-Rattle Spring .....................................................62
Center Support .........................................................63
Forward Drum ..........................................................64
Intermediate Mechanical Diode Sprag .......................65
Harness Connector Changes .....................................66
Stator Support ..........................................................67
Planetary ..................................................................68
Sun Shell and Forward Sun Gear..............................69
Pump Body ...............................................................72
Ring Gear .................................................................73
Output Speed Sensor ................................................74
Throttle Actuator Control ..........................................75
Torqshift
Low/Reverse Planetary Gear Set Interchange ............76
ALL Fords
Erratic Speedometer Reading while Sitting Still .........78
Intro
Table of Contents
Chrysler
68RFE
Introduction .............................................................90
Clutch Operation ......................................................91
Oil Level ...................................................................92
Mopar +4 ..................................................................93
Pressure Testing Ports ..............................................94
Pressure Specifications .............................................96
Diagnostic Specifications ..........................................97
Verification Process...................................................99
Scan Tool Acronyms ...............................................100
Quick Learn Procedures ..........................................101
Drive Learn Procedures ...........................................102
Test Tools ...............................................................106
Code Descriptions ...................................................108
Module and Connectors ..........................................110
Power and Ground Circuits .....................................111
Range Sensor..........................................................112
Sensor Circuits .......................................................113
Understanding Clutch Volume Index ......................114
Pressure Switch Wiring ...........................................116
Pressure Switch Specifications ................................117
Shift Solenoid Control .............................................118
Oil Pump Valve Description ....................................120
Upper Valve Body ...................................................121
Lower Valve Body....................................................123
Front and Rear End Play .........................................124
Measuring Output Shaft Endplay............................125
Bearing Location and Position .................................126
Specifications .........................................................127
AS68RC
Specifications .........................................................128
Identification ..........................................................129
Clutch and Band Application Chart ........................130
Solenoid Description and Operation ........................131
Service Information .................................................132
Pressure Specifications and Tap Locations ..............133
Overhaul Tips .........................................................134
B2 Brake Piston ......................................................135
Checking Clutch Travel ...........................................136
Accumulator Identification and Location .................137
Solenoid, Pressure Switches and Valve Body ...........138
Intro
xi
Table of Contents
4X4
ALL
Noise and Vibration ................................................146
4WD Identification ..................................................147
Crow Hopping .........................................................148
Diagnostic Checks ..................................................149
GM Electronic 4X4 System Diagnosis......................154
ITM 3e AWD System
Introduction ...........................................................159
Components ...........................................................160
xii
Intro
Table of Contents
Toyota
U250E
Description .............................................................172
Solenoid, Clutch, Brake, and One Way Application .173
Centrifugal Fluid Pressure Canceling Mechanism....174
Solenoid Identification and Locations ......................177
Pressure Regulator Setting ......................................178
Valve Body Identification.........................................179
Large Check Ball Locations .....................................183
Small Check Ball Locations .....................................184
Check Valve Locations ............................................185
Accumulator Piston and Spring ID and Location .....186
SL and SLT Solenoid Description ............................187
DSL, S4 and SR Solenoid Description .....................188
ECM Inputs and Outputs........................................190
ECM Basics ............................................................191
Solenoid Codes .......................................................192
Intro
xiii
Table of Contents
Mercedes
722.9
Introduction ...........................................................196
Limp Mode ..............................................................197
Electronic Control Components...............................198
Shift Sequences ......................................................200
Fluid Level Float Function ......................................201
Speed Sensor Function ...........................................202
Clutch Component Location and Apply Chart .........203
Torque Converter ....................................................204
Power Flow 1st Gear ...............................................205
Power Flow 2nd Gear ..............................................206
Power Flow 3rd Gear ...............................................207
Power Flow 4thGear ................................................208
Power Flow 5th Gear ...............................................209
Power Flow Reverse Gear S Mode .........................212
Power Flow Reverse Gear C Mode .........................213
Vehicle Towing and Fluid Types ..............................214
722.6
2-3 Drag, Bind or No 2-3 Shift then Failsafe ...........215
xiv

Intro

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2%%%&& &2!" 2009 ATRA. All Rights Reserved.
General Motors
Table of Contents
GM
4T40/45E
TCC Surge ..................................................................2
Reverse Input Clutch Wave Plate.................................3
Intermediate/4th Clutch Cushion Springs ..................4
Direct Clutch Material ................................................5
Spacer Plate................................................................6
4T65E
Case Cover Dowels (Channel Plate) .............................7
Sprocket Support ........................................................8
4T80E
TCC Buzz Noise ..........................................................9
6T40/45E
No and/or Hard Shifts ..............................................10
4L60E
Erratic TCC Surge, Cycling .......................................12
5L50/6L50
Shift to Park Message ...............................................13
6L50/80/90
TCC Noise and/or Vibration ......................................14
No Forward Movement ..............................................15
Clutch Shudder Condition ........................................16
Ticking and/or Rattling Noise ...................................17
P1875 .......................................................................18
Low Sprag Update .....................................................19
Delayed Engagement, Reverse Drain Down, Delay .....20
Spacer Plate and Valve Body Spring Update ..............21
P1825, P182E, P1915 ...............................................22
P0751 .......................................................................24
2-3 Shift Concerns ....................................................26
LCT 1000
Fluid Leaks from the Vent .........................................27
Fluid Leaks from the Bell housing Area .....................28
P0872, P1711 ...........................................................29
Shift Concerns, Erratic Operation .............................31
Multiple DTCs, Erratic Operation, Bad TCM .............32
Neutrals while Driving, No Reverse, P0877, P2723 ....33
P0658, P2670, Transmission Stuck ..........................35
in Neutral, No Reverse
Pump Seal ................................................................37
T1, T2, T3, and T6 Torrington Bearing ......................38
DTCs for 2009 Model Year ........................................39
General Motors
4T45E
TCC Surge
Some A Body cars (Cobalt, Ion and G5) customers may experience a TCC surge or
Chuggle when the transmission is in 3rd or 4th gear.
A new calibration has been released to address this concern on 2007 and 2008
applications.
General Motors
4T40/45E
Updates
2008 Reverse Input Clutch Wave Plate:
The reverse input clutch wave plate changed from 8 teeth to 16 teeth. The change is
designed to help prevent the wave plate from moving and cutting into the drum.
Increasing the number of teeth reduces the stress on the drum splines. This update will
back service previous year applications. The updated part number for the wave plate is
24243005.
General Motors
4T40/45E
Updates (continued)
Intermediate/4th Servo Cushion Spring:
A 3rd design updated servo cushion spring is now available. The update is a single
spring design and will back service previous applications with the 1st design single
spring or the 2nd design two piece spring assemblies. The new spring has a larger outside diameter. The spring is available in Kit 24245771.
General Motors
4T40/45E
Updates (continued)
Direct Clutch Material
A change occurred to the material that comprises the direct clutch friction plates. The
High Energy material is designed to significantly improve direct clutch life. The update
is only for 2008 applications. The update includes the following changes:
Direct clutch friction discs: The discs are made of a different material and can be
identified by the metallic specks imprinted into the friction lining.
The spacer plate was changed: The orifice feed for the clutch was changed from
2.45mm to 2.15mm.
The plate can identified by the notch pattern and part number on the plate.
TCM Calibration: An updated calibration was required for this change
For 2008 applications the parts are available in kits.
Non Hybrid: 24247457
Hybrid (BAS):24247456
If the kit is installed the updated calibration is also required
General Motors
4T40/45E
Updates (continued)
Spacer Plate
The spacer plate was changed: The orifice feed for the clutch was changed from 2.45mm
to 2.15mm. The plate can identified by the notch pattern and part number on the plate.
General Motors
4T65E
Updates
Case Cover Dowels (Channel Plate)
The dowels on the channel plate were updated to spring pin design. If a replacement
channel plate is ordered it will come with the updated design dowel pins. The new pins
are press fit into the case and should not fall out during overhaul or service.
General Motors
4T65E
Sprocket Support
Some technicians have inquired regarding the finish on the inside diameter of the driven
sprocket support (P/N 24209098). It appears that the cross hatch is rough and
concerns have been raised regarding the life expectancy for the input housing seals.
GM Powertrain engineering has stated that the cross hatch seen in the picture below is
normal and should not raise durability concerns for the seals.
In addition many technicians have inquired regarding the proper position for the 4th
clutch piston in the driven sprocket support housing.
Engineering had the vendor for the piston stamp a V mark in the piston so it could be
properly oriented in the housing. The piston should be placed in the housing as shown.
General Motors
4T80E
TCC Buzz Noise
Some Cadillac DTS (K Body) customers may comment that they hear a TICK or BUZZ
type noise coming from the dash area. Generally this noise will be present when TCC is
applied and will diminish or disappear completely when TCC is released.
Use your scan tool to verify that the noise is present when TCC is applied. The cause of
the noise is the TCC solenoid pressure pulsations that are being transmitted into the
passenger compartment via the shifter cable.
The pressure pulsations are considered NORMAL. The best way quiet the noise is to
install a cable dampener on the shift cable. The cable dampener is sold under part
number 20778626.
IMPORTANT: Install damper onto the shifter cable next to the adjuster if possible. Make
certain the dampener does not come into contact with the body, shifter, or any other vehicle components or it will be unable to dampen the noise successfully.
10
General Motors
6T40/45E
No and/or Hard Shifts
Some customers with Z body (Malibu, G6, Aura) 6T40 applications may experience any
or all of the following conditions:
SES light on
Engine may/may not start
Transmission may exhibit hard shifts
Transmission may not shift
I/P cluster may not operate or may operate intermittently
Scan tool may or may not be able to communicate with the Transmission Control
Module
DTCs may be set, these may include any or all of the following in any combination.
P150C, U0073, U0100, U0100-7F, U0100-75, U0101, U2106, C0561 (Communication Error DTCs) or P0700 (Transmission DTC set)
You may find that in addition to communication problems, the TEHCM (TCM) may
not function correctly or it may fail to function at all. Diagnosis will lead you replace
the TEHCM (TCM)
Several items may cause the concern including:
The high speed LAN circuits may be shorted to ground
The cooling fan may be developing a voltage spike
11
General Motors
6T40/45E
No and/or Hard Shifts (continued)
Inspect the ECM/PCM harness (Circuits 2500,2501,5060) for damage. Typically the
harness is rubbing at the strut tower area. Repair the harness and tie the harness
back so it can no longer rub.
If the TEHCM (TCM) is not functioning it may have been damaged by a voltage spike
from the engine cooling fan. Replace the TEHCM (TCM). The updated GM TEHCM (TCM)
utilizes a de-spiking circuit to prevent damage to the controller.
12
General Motors
4L60E
Erratic TCC Surge, Cycling
2006-07 S/T truck applications (Rainier, Colorado, Trailblazer, Canyon, Envoy, H3,
or 9.7X) may experience a condition where the engine tends to surge while at cruising
speeds with the throttle held steady. This condition may be worse on rough roads.
Upon inspection the technician will typically be unable to find a cause for the condition.
No DTCs will be set and the condition may be difficult to duplicate. If the technician is
able to duplicate the concern, he/she should monitor the TCC command status and the
engine misfire counters. He/She will notice the misfire counters when the TCC is being
commanded OFF. If this condition is present attempt to isolate the cause of the misfire.
If the cause cannot be isolated, an updated PCM program is available to address the
concern. The updated program changes the misfire diagnostic programming.
NOTE: Remember ALL GM vehicles will inhibit TCC when a MISFIRE is PRESENT.
So if the engine has tune-up concerns, the TCC WILL NOT WORK PROPERLY. This
applies to 1996-current model vehicles.
General Motors
13
5L50/6L50
Shift to Park Message
Some 2004 and later Cadillac XLR and XLR-V models may display a Shift to Park
message on the Driver Information Center (DIC) even though the vehicle is actually in
the park position. In addition the auto door lock feature may not function and the
ignition key may not move all the way to the off position.
Several items can cause this concern including:
Shifter Cable Adjustment: The cable should be adjusted with the shifter in the park
position. Verify the shifter is in park, and that the parking pawl is engaged. Release
the cable adjuster lock and allow the cable to relax. Re-seat the cable adjuster lock.
Secondary Park Switch: Verify the transmission IMS operation with your scan tool. If
the IMS is operating correctly inspect the secondary park switch. The secondary park
switch is located on the right side of the shifter and is an input to the BCM so you
will need to monitor BCM data to check the operation of the switch.
14
General Motors
6L50
TCC Noise and/or Vibration
Some customers may notice a boom, vibration, or noise when TCC is applied in Cadillac
DTS application.
The cause of the concern is engine firing pulses that are being transmitted through the
drivetrain. To correct the condition an updated calibration has been released that raises
the TCC apply speed approximately 10 mph.
NOTE: If the updated calibration is installed, the customer will notice a decrease
in the vehicle fuel economy.
General Motors
15
6L80
No Forward Movement
1-2-3-4/3-5-R Clutch Housing
The clutch housing was updated to address a NO Forward condition. This concern could
happen without notice. Upon inspection, the technician will notice the snap ring has
popped out of the housing. To address the concern the housing was updated.
In addition, the 3-5R waved plate and the 1-2-3-4 wave plate were updated. The 3-5 R
wave plate changed from 12-18 teeth. The 1-2-3-4 wave plate changed from 9-18 teeth
This update was implemented for the mid 2007 model year as an interim 07 change.
Service for the updated housing require that clutch travel be checked.
3-5-R wave plate # 24239828
1-2-3-4 wave plate # 24239615
Selective snap rings #2440194 24240201
Clutch housing kit, Housing and selective snap rings # 24241232
The updated housing, wave plates and snap rings will back service previous model
applications.
16
General Motors
6L80
Clutch Shudder Condition
Low/Reverse Clutch Plates
An update occurred to the Low/Reverse clutch friction plates to address a clutch
shudder concern. The material was changed and it is being sold as part # 24235460. If
the updated clutch discs are installed, a calibration update is required for 2006-2007
applications.
General Motors
17
6L80
Ticking and/or Rattling Noise
2-6 Clutch Friction Material
The 2-6 friction discs were updated to address a Ticking/Rattling Noise issue. The
groove pattern changed from an X shaped pattern to radial grooves in the material. The
updated parts will back service previous model year applications. The updated discs are
available under part #24240221
18
General Motors
6L80
P1875
IMS Out of Range
The IMS update was completed as a mid 2007, interim 2007 update. Oxidation was
forming on the contacts, leading to contact resistance, which may result in a P1875
DTC. The updated IMS added additional nickel plating to the contacts and changed the
lead frame to stainless steel to reduce the contact resistance. The updated IMS will back
service previous applications and is available under part # 24246427
General Motors
19
6L80
Low Sprag Update
The low sprag was updated as a mid 2007, interim 2007 change. The update design
changed the number of sprag elements from 30 to 38. The updated design will back
service early 2007 and all 2006 applications. The updated sprag is available as a kit
under part #24248957
20
General Motors
6L80
Delayed Engagement, Reverse Drain Down,
N-R, P-R Delay
3-5 Reverse Clutch Piston Capacity Reduction
This update occurred at start of production (SOP) for the 2008 model year. Clutch
piston capacity was reduced by 20% for the 1-2-3-4/3-5 Reverse clutches. This updated
piston is designed to limit the amount of oil volume required to stroke the
piston. The update also required a calibration change so it will not currently back
service 2006-07 applications.
The piston and the seals were updated and communized between cars and trucks for
this concern.
Parts are available under the following part numbers:
2006-07 3-5 Reverse Clutch Piston #24234213
2008-09 3-5 Reverse Clutch Piston #24238696
2008-09 1-2-3-4 Clutch Piston # 24238700
2008-09 Seal kit for 1-2-3-4/3-5 Reverse drum #24243898
2006-07 Seal kit for 1-2-3-4/3-5 Reverse drum (CAR) #24248576
2006-07 Seal kit for 1-2-3-4/3-5 Reverse drum (TRUCK) #24248578
21
General Motors
6L80
Spacer Plate and Valve Body Spring Updates
The spacer plate has undergone multiple changes for this application. The 1st major
change occurred in mid 2007 as a 2007 interim change. The spacer plate added an exhaust and a parallel path for a lube circuit bleed. The plate can be interchanged between
the 6L50/80/90 applications. The part number used at the time was 24246916.
Additional updates were performed to the plate as a mid 2008, interim 2008 change.
These changes were designed to address the P0751 DTC that commonly sets. In addition
to the plate upgrade, a 2009 update occurred in July 08 to the lower valve body springs
as the second part of the update to address the P0751. The spring load on the clutch
select valves #2 and #3 were lowered. This allowed the select valves to move at a lower
pressure reducing the tendency of the P0751 to set. The clutch select valves springs are
not available individually.
The updated valve body and spacer plates will back service previous model year
applications if used together.
Updated part number:
Spacer plate #24245720
Lower valve body with spring updates # 24250384
Clutch select
valves #2 and #3
22
General Motors
6L50/80/90
P1825, P182E, P1915
Mode Switch Codes
Some customers with Chevrolet, Cadillac, GMC, Hummer, and Pontiac vehicles equipped
with the 6L50, 6L80, or 6L90 transmissions may note any or all of the following DTCs,
P1825, P182E and/or P1915 are set upon inspection with a scan tool. In addition the
PRNDL display may not function.
The DTCs will set if the following conditions occur:
P1825 will set if:
IMS range A is Low while in D6 range for more than 8 seconds
IMS range C is High while in D6 range for more than 8 seconds
IMS range A, B, P are low while in Park range for more than 1 second
P/N switch indicates park/neutral but the IMS shows a range other than P/N
IMS indicates a INVALID range for more than 3.25 seconds
VSS greater than 10 mph
P0722 or P0723 not set
P1915 will set if:
The engine speed is greater than 525 RPM for more than 3.25 seconds
The transmission input shaft speed is greater than 250 RPM
Transmission output speed less than 90 RPM
As the shifter is moved the IMS voltage sequence does not follow the designed state.
In other words the IMS range sequence does not correspond in the correct order to
the designated range sequence.
P1915 generally indicates

the wrong range was
indicated at one time or
another.
General Motors
23
6L50/80/90
P1825, P182E, P1915 (continued)
Mode Switch Codes
If a P1825, P1915 or P182E sets the TCM will:
Command max line pressure
Turn off all solenoids, resulting in 3rd or 6th gear default depending on the gear the
transmission was in at the time the DTC set
Freeze shift adapts
If you have any combination of the DTCs set inspect the IMS scan values, the scan
values should match the IMS status chart. If the scan values fail to match the IMS status chart inspect the circuit wiring. If the status stays HIGH inspect the circuit/IMS for
being open. If the status stays LOW inspect the circuit/IMS for being shorted to ground.
P1825 generally indicates an Invalid range sequence was monitored at one timer or another.
If
the values match the chart or if the concern is intermittent proceed as follows:
Inspect the shifter cable for damage, kinks, bends and for a binding condition
Check shifter cable adjustment
Inspect the shift lever mechanism
Inspect the rooster comb and detent assembly within the transmission
Inspect the TCM calibration file for updates. An update was released for 2006-2007
applications for this concern. Install the calibration update.
Replace the IMS. The IMS internal contacts were updated for this concern in March
2007. This update applies to 2006- 2007 models. Install the updated IMS.
24
General Motors
6L50/80/90
P0751
SS1 Solenoid Performance, Stuck Off
P0751 will set if:
No DTCs P0716, P0717, P0722, P0723, P1915 or P1825 are set
First gear is commanded.
Commanded gear slip is equal to or less than 75 RPM for 2 seconds during decel or
commanded gear is 1st and the gear ratio indicates 4th or slip exceeds 35 RPM for .51.05 seconds.
When in first gear engine braking, if first gear ratio is not achieved in a predetermined
period of time and the closest gear ratio detected is fourth, the TCM commands second
gear and if second gear ratio is attained this indicates a stuck OFF SS valve 1 and the
DTC P0751 will set.
Several items may cause the P0751 to set. To diagnose the P0751 proceed as follows:
Inspect the pan for excessive debris
Inspect the filter for evidence of cracks or holes in the seams and seal area where air
may leak in
Remove the valve body and inspect the separator plate for debris and for proper
check ball operation. Inspect the separator plate gasket for evidence of cross leaks
Inspect the clutch select valve 2 bore plug in the valve body for proper size
(11.502mm +/- .004 mm)
Inspect the CBR1/C456 regulator valve for freedom of movement
Check the TEHCM solenoid operation using the DT47825 as outlined in previous
ATRA seminars.
Check to see if an updated calibration is available to address the P0751 for your application. As outlined in previous ATRA seminars updated calibrations are available
for 2006-07 applications that exhibit this concern
Install the updated spacer plate designed to address this concern.
Models:
2007-08 MYD, 2008 MYB, MYC, #24245720
2006-07 MYC #24246916
2007 MYB #24246917
25
General Motors
6L50/80/90
P0751 (continued)
SS1 Solenoid Performance, Stuck Off (continued)
Clutch select
valves #2 and #3
CBR1/C456
regulator valve
26
General Motors
6L80
2-3 Shift Concerns
1234/3-5 Reverse Clutch Pump Cover Seal Update
A major design change has occurred as a mid 2009, interim 2009 change. The update
includes the grooves and seals that are located on the back of the pump cover. This
update was designed to address 2-3 shift complaints.
A redesign to the pump cover seals and the addition of O-Ring type backup rings were
added to mid production 2009 and later 6L80 applications. The new O-rings fit into
updated grooves in the pump cover. The updated seals now utilize anti-rotational tabs.
This updated seals design can only be used in the updated pump cover design.
The seals will not back service unless the pump cover is also changed. Do not intermix
seal and pump cover designs. The parts are available under the following part numbers:
Seal kit for old design pump cover and seals # 2428581
Seal kit for updated design pump cover with o-ring backup #24248559
Updated pump cover and seal kit #24248573
2007-2008
2009-on
27
General Motors
LCT 1000
Fluid Leaks from the Vent
Fluid leaks from the transmission vent when the vehicle is allowed to set overnight or for
extended periods of time. This condition may get worse if the engine is allowed to idle for
extended periods of time before being driven. This condition may also be more
pronounced at ambient temperatures lower than 0F (-18C). This concern was
prevalent on 2001-2003 applications.
Lube oil is not draining back into the sump properly. This leads to pressure build up in
the case and pump.
A new vented dipstick has been released to address this concern. GM part #15115171
should be used.
This notch was added to help prevent

pressure build up.
28
General Motors
LCT 1000
Fluid Leaks from the Bell Housing Area
Fluid leaking from converter/bell housing area
Fluid may be leaking from two areas:
Torque converter lugs as outline in previous ATRA seminars
The lower bolts on the bell housing, bolt #109,110.
Inspect the area for the source of the leak
Replace the converter if the leak is converter related
Install sealer or copper washers on the bottom bell housing bolts
General Motors
29
LCT 1000
P0872, P1711
Pressure Switch #3 Circuit
Some LCT 1000 applications may set a DTC P0872 and/or P1711. In many instances
the DTCs may not have been set prior to transmission repair.
To set a P0872 or a P1711 the following must occur
P0872
Engine speed greater than 200 but less than 7500 RPM
Shift solenoid E is commanded into the OFF or un-stroked position while pressure
switch E status remains ON for 2-20 seconds. The amount of time required to set the
DTC depends on the transmission fluid temperature. At 0C the timer is set at 2 seconds while the timer will increment to 20 seconds at -40C.
P1711 (This DTC was not used on later model applications)
Shift solenoid E is commanded from the ON position to the OFF position.
Pressure switch E does not reflect the change in solenoid/shift valve position
The amount of time required to set the DTC depends on the transmission fluid temperature. At 0C the timer is set at 2 seconds while the timer will increment to 10.5
seconds at -40C.
Several items can cause the DTCs to set they include:
A crack in the 4WD adapter housing. This allows sand and debris to enter the transmission leading to the stuck shift valve
Dirt or sand enters the transmission during service or overhaul
Faulty pressure switch manifold or wiring
Faulty shift solenoid E
Shift valve bore or shift valve are worn or stuck (Check C and E shift valves/bores).
Inspect C shift valve for cross leaks into E shift valve circuit.
Impoper Valve Body torqing
30
General Motors
LCT 1000
P0872, P1711 (continued)
Pressure Switch #3 Circuit (continued)
E Switch Valve
Repair:
Replace the 4WD adapter housing if cracked. Diagnosis and repair for this concern
was covered in earlier ATRA seminars
Replace the fluid/filters and flush the cooler lines
With your scan tool, monitor the pressure switch manifold (TFP) switch status. With
the key ON engine OFF TFP switches C,D, and E should read OFF. Start the engine
TFP switches C, D and E should read ON. If the switches read as indicated the TFP
and its wiring are functioning properly. Operate the vehicle in 1st gear, steady state,
TFP switch C should read OFF and TFP switch D should read ON. TFP switch E
should change to OFF. If it does not change when steady state 1st gear is achieved
inspect shift valve E for being stuck, shift solenoid E for proper operation and shift
valve C for a cross leak into shift valve E condition.
31
General Motors
LCT 1000
Shift Concerns, Erratic Operation
Some LCT 1000 and 2000 series may experience problems with mainline pressure not
operating as designed. As covered in the 2005 ATRA seminar a modulated main line solenoid (Solenoid G) was added to the transmission for the 2004 model year.
Some transmissions may experience a condition that can cause solenoid G function
improperly or not to function at all, without setting a DTC. This may result in shift feel
concerns. The problem may vary in intensity based on:
System Voltage
Temperature
TCM build variations
Solenoid build variations
Inspect the TCM calibration level. Calibrations that were created between March 2006
and September 2007 ( CC level 44 or 48) could indicate that solenoid G is being
commanded to respond correctly to load, but in fact the main line pressure is not
following the command. This may indicate a possible problem with the calibration
software. It has been found that the TCM may lack the proper Pull In solenoid driver
current to properly operate solenoid G.
Verify the base line pressure as well as pressure boost.
Specifications:
G solenoid On = 85 to 105 psi (590 720 kpa)
G solenoid Off = 105 to 220 psi (721 1480 kpa)
If the line pressure does not vary
(Locked High) with No DTCs set,
inspect the calibration level.
Recalibrate the TCM as necessary.
Install a new TCM if you are unable to
repair the fixed high line pressure
concern with a calibration update.
32
General Motors
LCT 1000
Multiple DTCs, Erratic Operation, Bad TCM
The LCT 1000 TCM may exhibit various DTCs and/or operational symptoms (neutral
only, shifting, shift feel, erratic operation). This may include non transmission symptoms
such as speedometer operation that is intermittent, Drivability concerns and/or
Communication concerns.
As discussed in several ATRA seminars in the past, proper ground for the TCM is
imperative. In this instance you may diagnose the cause of the concern as a faulty TCM.
Before replacing ANY TCM always clean and secure the controller grounds. Bad grounds
on the Allison application can cause controller circuit board failure. Solder joint failure
on the circuit board have been traced back to a faulty ground on many TCMs returned
for warranty or as cores.
33
General Motors
LCT 1000
Neutrals while Driving, No Reverse, P0877,
P2723
Some LCT 1000 and 2000 series transmission may exhibit any/all the following
conditions:
Intermittent or No Reverse operation
Possible P0877 and/or P2723 set
Problem may have occurred after a transmission service
P0877 will set if:
Battery voltage is between 9-18 Volts
The engine is running
TFT is greater than 32F (0C)
P0708 or P0878 are not set
Park/Neutral or a forward range is selected
Pressure switch #4 (PS4) remains ON (Closed mechanically or Electrically ON) for
more than 1 second
P2723 will set if:
Battery voltage is between 9-18 volts
Turbine speed exceeds 60 RPM
Output speed is greater than 125 RPM
TFT is greater than 32F (0C)
Ratio calculation indicates the oncoming clutch that is commanded at the time has
failed to fully apply. This indicates the clutch that is being controlled by Pressure
control solenoid 1 (PCS1) may be stuck off.
P0716,P0717, P0721, P0722, P0877, P0878 are not set
If
a P0877 or P2723 are set the TCM will:

Freeze the shift adapts
Inhibit TCC
Illuminate the MIL
Default to Neutral after the shifter has been moved if other parameters are met (Forward gears possible until the parameters are met)
Default to Neutral (No reverse) after the shifter has been moved
34
General Motors
LCT 1000
Neutrals while Driving, No Reverse, P0877,
P2723 (continued)
The root cause of this problem may be the PCS #1 feed orifice in the spacer plate may
be plugged. This has been noted when aftermarket spin on filters have been used. Some
filters are wrapped in plastic shrink wrap.
When the filters are wrapped by the equipment at the manufacture, the machine melts
the ends of the wrap together. In some cases pieces of plastic will drop into the filter.
Another cause for this concern is the technician unwrapping the filter. In many cases
the technician will poke his/her finger through the plastic and into the hole in the filter.
Pieces of plastic can drop into the filter which may lead to the concern.
If you suspect this may be the cause for your concern, inspect the spacer plate orifices
for contamination. To avoid this concern consider using a filter that is not wrapped in
plastic or check for plastic remnants prior to installing a new filter.
In addition, avoid poking holes in the plastic over the open end of the filter. Allison filter
# 29539579
General Motors
35
LCT 1000
P0658, P2670, Transmission Stuck in Neutral,
No Reverse
Some LCT 1000 applications may set a P0658 and/or a P2670 DTC.
The TCM provides voltage to the shift solenoids via a pair of High Side Drivers (HSD)
The HSD has current limiting protection as well a diagnostic routine which is used to set
the following DTCs, P0658, P0659 (HSD1), and P2670, P2672 (HSD2). HSD2 controls
the voltage for SS1, SS2 and SS3. HSD1 controls the voltage for the modulated main
solenoid (G solenoid) PCS1 and the TCC solenoid.
P0658 will set if:
The High Side Driver #1 (HSD1) is commanded ON
Battery Voltage is between 9-18 volts
The TCM detects that the HSD1 voltage is LESS than 6 volts for more than 75 ms
(Indicates a short to Ground)
If a P0658 sets the TCM will:
Command the transmission to Neutral or 3rd gear after the shift selector is moved
and other conditions are present
Inhibit TCC
Illuminate the MIL
P2670 will set if:
The High Side Driver #2 (HSD2) is commanded ON
Battery Voltage is between 9-18 volts
The TCM detects that the HSD2 voltage is LESS than 6 volts for more than 75 ms
(Indicates a short to Ground)
If a P2670 is set the TCM will:
Command the transmission to neutral after the shift selector is moved and other conditions are present
Inhibit modulated main operation
Freeze adapts
Inhibit TCC
Illuminate the MIL
36
General Motors
LCT 1000
P0658, P2670, Transmission Stuck in Neutral,
No Reverse (continued)
The most common cause of these DTCs is metal contamination. One source of the contamination is the Torrington bearing (T3 bearing ) on the P1 sun gear. The bearing fails
due to sun gear machining issues leading to metal contamination. The contamination
may bridge the solenoid terminal to ground on the solenoid frame leading to the DTC.
Inspect the solenoid electrical terminals for metal particulate.
If you find metal, locate the source of the contamination. In addition you should
consider updating the internal wiring harness. The updated harness has particulate
dams built into the solenoid connectors to prevent bridging concerns from happening.
The updated harness part number remained the same as the previous harness.
General Motors
37
LCT 1000
Pump Seal
The pump seal was updated on all LCT 1000 and 2000 applications starting with serial
number 6310831532 transmissions. The updated seal includes an additional dust lip to
prevent foreign material from getting into the interior lip of the seal. The updated seal is
coated with a dry wax for protection. The seal is available under part number 29546682
and will back service earlier applications.
38
General Motors
LCT 1000
T1, T2, T3 and T6 Torrington Bearing
Starting with mid 2008 models the T1,T2, T3 and T6 Torrington bearings were updated
for durability reasons. The updated hardened race bearings can be identified by the
BLUE stripe on the bearing race. The following part numbers are for the updated
bearings
T1 & T6
29539501
T2
29531090
T3
29531095
39
General Motors
LCT 1000
DTCS for 2009 Model Year
Six new trouble codes were added for the 2009 model year. As with other DTCs they are
application specific.
The following DTCs were added:
P0897: Transmission Fluid Deteriorated
P088B: Transmission Fluid Very Deteriorated
P2789: Maximum Adaptive Pressure Limit Reached
P0657: Actuator Supply Voltage 1 Open (Modulated Main High Side Driver 1)
P2669: Actuator Supply Voltage 2 Open (SS1, SS2 SS3, PCS2 High Side Driver 2)
P2772: 4WD Low Switch Performance Problem
40
General Motors
Reprogram
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Requires: J2534-ON-KIT-A-C or J2534-ON-KIT-A-W
Includes: GM Powertrain Advanced Universal Off-board Cables (3 cables); Ford Powertrain Advanced Universal Offboard Cable (1 cable); Chrysler Powertrain Advanced Universal Off-board Cables (2 cables)
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Contact
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www.obd2.com
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359-1197
or
Email
barefootbob@myclearwave.net
EASE Diagnostics
Scott Technology Park
RR 1 Box 285
Olyphant, PA 18447
Phone: 570-587-7080
Fax: 570-587-7081
Web: www.obd2.com
Copyright 2003-2008, EASE Diagnostics. All rights reserved. Information in this document is subject to change without notice.
All trademarks are property of their respective owners. The display of trademarks in this document does not imply that any license has been granted by its owner.
No trademark infringement is intended and no suggestion is made that the owner of the trademark endorses our products.
Ford
Table of Contents
Ford
43
AWF-21B
Solenoid Identification and Locations ........................44
Pressure Regulator Valve Adjustment .......................45
Upper Valve Body Valve Description..........................46
Lower Valve Body Valve Description ..........................47
Middle Valve Body ....................................................48
Upper Valve Body Top Side .......................................50
Upper Valve Body Check Valve Locations ..................51
Lower Valve Body Check Valve Locations ..................52
Accumulator Piston and Spring Location ..................53
6F50
O/D Piston Return Snap Ring Removal .....................54
Direct Clutch Return Snap Ring Removal..................56
Intermediate Piston Return Snap Ring Removal ........58
Reverse Piston Return Snap Ring Removal ................59
Specifications ...........................................................60
4R70W/4R70/75E Interchange Information
Anti-Rattle Spring .....................................................62
Center Support .........................................................63
Forward Drum ..........................................................64
Intermediate Mechanical Diode Sprag .......................65
Harness Connector Changes .....................................66
Stator Support ..........................................................67
Planetary ..................................................................68
Sun Shell and Forward Sun Gear..............................69
Pump Body ...............................................................72
Ring Gear .................................................................73
Output Speed Sensor ................................................74
Throttle Actuator Control ..........................................75
Torqshift
Low/Reverse Planetary Gear Set Interchange ............76
ALL Fords
Erratic Speedometer Reading while Sitting Still .........78
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Eliminates the need to replace TCC PWM solenoid
due to sticky valve. TCC will have full apply even if
solenoid has failed - saves $$.
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Provides 20% more torque for Lockup.

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shudder, booster valve wear and bump 1-2 shift .
For Hot Rods use kit # RT-4L60E-HD

Includes Pan and Valve Body Gaskets.
RT 4F50N
RT AX4S
Also fits
AXODE
Both kits include a bypass

booster valve sleeve assembly
and the Patent Pending
"Booster Recovery System"
restoring pressure regulator
valve function.
Improve shift firmness.
Billet retainers your gonna love!
Also fits
AX4N
RT E4OD/4R
Kit fits
E40D and 4R100
Comes with 3 high tech
regulator valves for the
"stick free" accumulator
body. Improves TCC
torque capacity. Provides
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Ford
45
46
Ford
AWF-21B
Solenoid Identification and Locations
The Solenoid identifications and locations are important. If the Solenoids are installed
into the wrong location, shifting problems, codes, and ratio error will occur.
SSA and SSB = 11-15 ohms

SSC, SSD, SSE, TCC and PCA = 5-7 ohms
CAUTION: There are keepers throughout this valve body. Pay close attention to
your disassembly process and use the following pages for reference. If a pin is lost
during your rebuild, a replacement can be made using a needle bearing.
Pin Measurement size 0.932 x 0.118
47
Ford
AWF-21B
Pressure Regulator Valve Adjustment
This pressure regulator valve has a stepped sleeve. Always measure the distance from
the tip of the sleeve to the valve body for proper installation.
Always measure the distance from

the tip of the sleeve to the valve
body for proper installation.
0.158
48
Ford
AWF-21B
Upper Valve Body Valve Description
Use the following illustrations for reference during your rebuild.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Blank
C2 Control Valve
Blank
Blank
Blank
Secondary Regulator Valve
B2 Control Valve
Blank
Lock-Up Control Valve
C1 Control Valve
Blank
Servo Control Valve
PCA Regulator Valve
49
Ford
AWF-21B
Lower Valve Body Valve Description
1.
2.
3.
4.
5.
6.
7.
8.
9.
Blank
Blank
Blank
Solenoid Regulator Valve
Blank
Blank
Blank
Torque Converter Regulator Valve
Solenoid Regulator Valve
50
Ford
AWF-21B
Middle Valve Body
Check Valve and Spring Locations Upper Side
Red Spring
Keeper
Keeper
Keeper
Keeper
White Spring
Light Blue Spring
51
Ford
AWF-21B
Middle Valve Body (continued)
Check Valve and Spring Locations Lower Side
Plain Spring
Plain Spring
The accumulator check valves are installed

with the blue side facing down into the valve
body slot.
52
Ford
AWF-21B
Upper Valve Body Top Side
There are no manufacturer specifications for the spring tensioner depths. There are four
(4) different valves with this type of layout. Always measure the depth of the tension
adjusters prior to disassembly.
Always measure depth

of adjusters prior to
disassembly
Servo Accumulator
53
Ford
AWF-21B
Upper Valve Body
Check Valve Locations
Use the following illustration for check valves with spring and piston locations. New
check valves come in the rebuild kit and should be replaced with every rebuild.
Red Spring
White Spring
Red Spring
The accumulator check valves are installed

with the blue side facing down into the valve
body slot.
54
Ford
AWF-21B
Lower Valve Body
Check Valve Locations
Use the following illustration for check valve with spring and piston locations. New
check valves come in the rebuild kit and should be replaced with every rebuild.
White Spring
White Spring
Red Spring
The accumulator
check valves are
installed with the
blue side facing
down into the valve
body slot.
Solenoid Feed Filters

White Spring
55
Ford
AWF-21B
A ccumulator Piston and Spring Location
Use the following illustration for accumulator valve and spring locations.
56
Ford
6F50
O/D Piston Return Snap Ring Removal
We used parts from around the shop to take the place of the special tools needed to
disassemble and reassemble the 6F50N. To remove the retaining snap ring from the OD
clutch piston return spring assembly, youll need some parts from other transmissions:
an A4LD/5R55E rear ring gear (for the low/reverse planet)
a worn out OD clutch hub/shaft from a 4T60E
a large deep socket
a suitable press.
Use a cutting wheel to cut large slots out of the 4th clutch hub/shaft. Place the ring gear
on the clutch retainer and slide the 4th clutch hub down onto the ring gear. Use the
deep socket as an extension of the hub to be pressed down to remove the ring.
57
Ford
6F50
O/D Piston Return Snap Ring Removal
(continued)
Deep Socket
4T60E 4th clutch

hub/shaft
A4LD/5R55E
rear ring gear
Press down on the retainer just enough to access the snap ring
Access and remove

the snap ring here
58
Ford
6F50
Direct Clutch Return Snap Ring Removal
To remove and install the direct clutch piston return spring without breaking the tab,
use a:
low/reverse piston from an AW50-42LE or a 4L30E reverse clutch piston
a bar or 12 inch 3/8 extension.
The 4L30E reverse piston will have to be modified with a cutting wheel to gain access to
the snap ring but it is the correct diameter to fit the direct clutch piston.
4L30E Reverse Piston

before cut outs have
been made
AW50-42LE low/reverse
piston-no modification
necessary
59
Ford
6F50
Direct Clutch Return Snap Ring Removal
(continued)
The drum is placed in the press and with the bar or extension across the piston to push
the piston down evenly.
CAUTION!! Only press the direct clutch cylinder down far enough to get the
snap ring out of its groove. Pressing the cylinder down too far can break the tab
and the cylinder.
Access the
snap ring
here
Only press the direct clutch cylinder down

far enough to get the snap ring out. Pressing
the cylinder down too far can break the tab
and destroy the drum.
60
Ford
6F50
Intermediate Piston Return Snap Ring
Removal
To compress the intermediate clutch spring to remove and install the retaining snap
ring, use:
an E40D/4R100 Sun Shell or RE5R05A Sun Shell (cut two slots opposite of each
other)
a bar to use in the press
Use a cutting wheel or a torch, (much faster) to cut large notches out of the sun shell.
These slots allow access to the snap ring. The slots should not be any wider than
4 inches. Any larger and the return springs may get distorted when compressing the
spring.
61
Ford
6F50
Reverse Piston Return Snap Ring Removal
To remove or install the reverse clutch return spring use:
A pair of C clamp vice grips.
Use the C clamp to compress the return spring. Use a screwdriver with a twisting motion
to securely hold the snap ring in place. Move around the end cover in this way until the
retaining ring is completely seated in the groove.
62
6F50
Specifications
Ford
Ford
63
6F50
Specifications (continued)
64
Ford
4R70W/4R70/75E
Interchange Information
Anti-Rattle Spring
Ford has come up with a better designed anti rattle spring. The updated spring is a V
shaped strip of spring steel that wont eat into the case or center support. This spring
will retrofit back all the way to the AOD transmission and is a great case saver for severely worn cases. The part number for the updated spring is 2L3Z-7F277-AA.
Discard
Updated Spring
Part # 2L3Z-7F277-AA
65
Ford
4R70W/4R75E
Interchange Information (continued)
Center Support
To make room for the turbine speed sensor, the 4R70E/75E center support has an
extra notch cut out. If you install a 4R70W support in a 4R70E/75E case, the turbine
speed sensor will not install all the way into the case.
If you are in a pinch, grinding a notch into the support to make room for the sensor will
not pose a problem.
66
Ford
4R70W/4R75E
Forward Drum
2004-on, forward drums have three clutch apply holes, 120 apart, verses the earlier
version having only one. This design change is cosmetic and will not affect forward
clutch apply if interchanged. The 4R70/75E drum will fit on all year models.
Pre-2004 only has one apply

hole
2004-on, forward drums have

three clutch apply holes
67
Ford
4R70W/4R75E
Intermediate Mechanical Diode Sprag
In 2007, Ford introduced a new design mechanical diode. They increased the number of
ratchet teeth in the diode which should increase holding strength. At the time of printing
this manual, there have been no reports of premature failure.
The new diode has a snap ring that holds the element retainer in place instead of the
earlier pressed design. Height dimensions have changed slightly where the snap ring
rides on the reverse input/OD drum.
The new design diode supersedes the previous design, and when used on any diode-style
drum, will increase the clearance between the inner race and the snap ring by about
0.020", this is a normal clearance by design. An aftermarket-designed spiral snap ring
should be used in place of the stock snap ring to prevent snap ring failure.
68
Ford
4R70W/4R75E
Harness Connector Changes
Use the diagrams to make sure you are using the correct connector for your application.
The diagrams shown are the vehicle side of the harness. From 1993-1997, the transmission connector is white with soft wiring built into the connector.
From 1998-on, the connector is black in color and uses the separate hard plastic
harness. Solenoids will not interchange due to connection differences.
NOTE: Installing the wrong wiring harness can create multiple codes and erratic
shifts.
69
Ford
4R70W/4R75E
Stator Support
The stator supports are identical in hydraulic design but there is an important difference
in the forward sealing ring lands. The 4R70E/75E uses a plastic ring that is much
thinner than the 4R70W cast iron design.
The outer dimensions of the two rings are identical so as long as the correct rings are
used, the stator supports can be interchanged.
The other difference is the forward clutch feed hole. Ford changed the machining process
for the forward clutch apply hole and turned it into a slot instead of a round hole. This is
strictly cosmetic and will have no effect on forward clutch apply if interchanged.
70
Ford
4R70W/4R75E
Planetary
The planetary gear set is the same ratio and dimensions between the two units. The only
difference is how the rear cover is attached. The 4R70E/75E uses a welded design as the
older versions use rivets to connect the bottom cover to the top portion of the gear set.
That area has never had a real issue and the change is due to an easier manufacturing
process. Interchange between years will not pose a problem.
71
Ford
4R70W/4R75E
Sun Shell and Forward Sun Gear
2004 & up sun shells are designed with added strength by utilizing a two piece riveted
or a one piece design in the later applications. On both designs, the metal is thicker
along the chamfer at the base of the gear which will reduce cracking. Height dimensions
from the bottom of the sun gear to the area where the bearing rides has been reduced by
.030 to make room for the thicker two piece bearing.
The sun shell, bearing, and forward sun gear must be changed as a set if changing over
to a 4R70W or the end play will be incorrect. Ford sells this complete service kit under
part # 4L3Z-7D234-AA.
2.0550
2.0250
72
Ford
4R70W/4R75E
Sun Shell and Forward Sun Gear (continued)
The sun shell, bearing, and forward sun gear must be changed as a set if changing over
to a 4R70W or the end play will be incorrect. Ford sells this complete service kit under
part # 4L3Z-7D234-AA.
Thicker two piece bearing.
1.177
1.167
ID Groove
73
Ford
4R70W/4R75E
Sun Shell and Forward Sun Gear (continued)
The single most important change with the 4R70E/75E sun shell is something you can
not see with the naked eye, but will prevent the transmission from leaving your shop.
That is the 4R70E/75E sun shell is non-magnetic. In order for the input speed sensor
that the 4R70E/75Es now incorporate to work, the sun shell must be non magnetic so
that the sensor can pick up the signal from the stamping on the forward drum. Failure
to use a non magnetic sun shell will result in harsh or no shifting with possible ratio
and input speed sensor codes.
74
Ford
4R70W/4R75E
Pump Body
The pump bodies are identical except for the intermediate piston design. The
4R70E/75E uses a bonded rubber piston that is larger in size and will produce more
holding power than the aluminum piston design.
A wave style piston return spring in 04-05 models and a one piece in the 06 and up
models is utilized on the molded style and cannot retrofit back. The wave style spring
requires a seat that sits in the case so that the wave spring does not eat into the
aluminum. The later one piece style has a notch that indexes at 12 oclock in the case
and is placed with the springs facing up towards you.
The two different designed pumps can be interchanged from one another without any
issues, but as a complete set. You cannot interchange intermediate pistons or springs
with one another. If you choose to use a 4R75E pump in place of the early 4R70W, make
sure to install the wave spring retainer into the early case or damage to the case will
occur. If using the 06-up one piece design spring, no retainer is needed.
4R70W
4R75E
Area for the Intermediate Piston

is larger for the molded rubber
style
2006-on uses the
single piece retainer
75
Ford
4R70W/4R75E
Ring Gear
A new designed output speed sensor was incorporated for the 2004 model year. The new
sensor uses the exciter ring from the 24 extended parking pawl lugs as where the old
sensor uses six (6) holes that are machined around the ring gear.
Mismatching an early ring gear in a late transmission will result in a 75% reduction in
the output speed sensor signal and will not let the trans shift out of first gear. Using a
late ring gear in an early transmission will produce an output speed signal 400% faster
and shift the transmission into fourth gear by the time you hit 10 MPH. No interchange
possible.
76
Ford
4R70W/4R75E
Output Speed Sensor
The Output Speed Sensor changed from the oval connector to the square in 2001. The
length is the same as the earlier version up to 2004 when the ring gear changed.
Installing the shorter late sensor in 01-03 models could create a weak signal and
intermittent OSS codes. Installing the early sensor in an 04 and up will cause damage to
the sensor.
Ford
77
4R70W/4R75E
DTC P2106
Throttle A ctuator Control (TAC) System-Forced limited Power
The Torque Based Throttle Control system is a Drive by Wire throttle system that uses
the Mass Air Flow (MAF), Accelerator Pedal Position Sensor (APPS), Crank Position
Sensor (CKP), Turbine Speed Sensor (TSS), and Output Speed Sensor (OSS) to calculate
load and determine the correct throttle opening for the condition in which the vehicle is
driving in.
If the incorrect sun shell is installed or if there is a Turbine Speed Sensor failure, P2106
will set. Keep in mind that a malfunction with any other of the above mentioned sensors
along with a mechanically stuck throttle or throttle actuator can set this code as well.
78
Ford
Torqshift
Low/Reverse Planetary Gear Set Interchange
Starting in late 2008 Ford introduced a new planetary gear set. This planet has the Low/
Reverse sprag and the Low/Reverse clutches built onto the planet assembly.
On late model units 2008 and up, if the Low/Reverse clutches are burnt or worn out the
whole planet assembly must be replaced. The planet can be purchased from the dealer
as an assembly.
The alternative is to use the earlier Low/Reverse clutches and steels, Planetary, and
Sprag assembly. The early Low/Reverse clutch pack only has a five (5) clutch pack
stack-up. You must use six (6) clutch fibers and six (6) steels to complete the
interchange.
Early Pre-2008 Low/Reverse

planet with separate clutches
and sprag assembly
Late 2008-up Low/Reverse

planet with integral clutches
and sprag assembly
Ford
79
Torqshift
Low/Reverse Planetary Gear Set Interchange
(continued)
The clutches have been stacked up and the planets placed in the same case. The late
and the early planet/clutch assemblies have the exact same clearance and can be
interchanged between years.
Early pre-2008 planet with 5 frictions.
May be upgraded to 6 frictions
Early pre-2008 planet assembled in

the case
Late 2008-up planet with 6 frictions

can be interchanged with earlier pre2008 parts
Late Planet 2008-up assembled in the

case
80
Ford
Ford All
Erratic Speedometer Reading while Sitting
Still
Speedometer reading while sitting still, possible speedometer codes P0500, P0503 VSS
intermittent.
These symptoms and codes can be very difficult and time consuming to diagnose. Often
times the cause is EMI. The top causes of EMI are:
1. Bad alternator (disconnect)
2. Defective grounds on the controller
3. Erratic TSS or ISS signals (due to bad grounds)
4. High power electrical devices (after market amplifiers-boom boxes)
5. Check ignition wave form for irregularities.
6. Added resistance from faulty spark plugs
Isolate the conditions in both KOEO or KEOR?
Disconnect devices one at a time, disconnecting all devices at the same time may work
but wont isolate the issue.
Disconnect the
alternator as a
quick check for
EMI.
81
Ford
Ford All
Still (continued)
Loose grounds contribute to EMI inside the controller. When diagnosing erratic speed
sensor readings, check and verified all grounds are clean and tight before any other
tests are done.
Check those
grounds!
82
Ford
Ford All
Still (continued)
F-150 Schematic
Main computer grounds
83
Ford
Ford All
Still (continued)
Erratic VSS signals to the PCM can be caused by EMI getting into the PCM. When
erratic speedometer concerns are present always inspect the TSS or ISS wiring.
2004 F-250 5.4L
84
Ford
Ford All
Still (continued)
Improperly installed stereo amps, stereo heads, speakers, or other accessories can be a
source of EMI. Simply power down the device in question and retest.
85
Ford
Ford All
Still (continued)
Ignition wave forms can also be a good way to track down EMI. Fords Coil Over Plug
(COP) coils are controlled directly by the PCM. If there is excessive inductive voltage from
the spark plug firing it could cause EMI. This can interfere with other signals inside the
PCM including the VSS.
Coil Discharge
Normal spark plug wave form
Coil Discharge
Oscillations
Charge
Plug Firing Across

the Gap
Back to the beginning
of the next cycle
Defective spark plug reading
Erratic spikes
86
Ford
Ford All
Still (continued)
Worn plugs from a 2004 Ford F250 with approximately 39,000 miles, typically these
plugs are recommended for replacement at or around the 60,000 mile mark.
A special Thank You to Roger Perry at Lake Sumter Transmissions for the
spark plugs
87
Ford
Ford All
Still (continued)
This is a schematic of a 2004 F250 with ABS. Testing for EMI can be done at pin 58. The
wire will have to be cut as close to the computer as possible and still make a complete
connection after we are done testing.
After the wire is cut check for DC Hz on both ends of the wire. Typically if the problem
is worn spark plugs there will be DC Hz coming OUT of the PCM and nothing going into
the PCM while the engine is running and the transmission is in park,
Cut the VSS wire here to check for the

source (internal or external) of the EMI
88
Ford
Chrysler
Table of Contents
Chrysler
89
68RFE
Introduction .............................................................90
Clutch Operation ......................................................91
Oil Level ...................................................................92
Mopar +4 ..................................................................93
Pressure Testing Ports ..............................................94
Pressure Specifications .............................................96
Diagnostic Specifications ..........................................97
Verification Process...................................................99
Scan Tool Acronyms ...............................................100
Quick Learn Procedures ..........................................101
Drive Learn Procedures ...........................................102
Test Tools ...............................................................106
Code Descriptions ...................................................108
Module and Connectors ..........................................110
Power and Ground Circuits .....................................111
Range Sensor..........................................................112
Sensor Circuits .......................................................113
Understanding Clutch Volume Index ......................114
Pressure Switch Wiring ...........................................116
Pressure Switch Specifications ................................117
Shift Solenoid Control .............................................118
Oil Pump Valve Description ....................................120
Upper Valve Body ...................................................121
Lower Valve Body....................................................123
Front and Rear End Play .........................................124
Measuring Output Shaft Endplay............................125
Bearing Location and Position .................................126
Specifications .........................................................127
AS68RC
Specifications .........................................................128
Identification ..........................................................129
Clutch and Band Application Chart ........................130
Solenoid Description and Operation ........................131
Service Information .................................................132
Pressure Specifications and Tap Locations ..............133
Overhaul Tips .........................................................134
B2 Brake Piston ......................................................135
Checking Clutch Travel ...........................................136
Accumulator Identification and Location .................137
Solenoid, Pressure Switches and Valve Body ...........138
90
Chrysler
68RFE
Introduction
The 68RFE offers full electronic control of all automatic up and downshifts.
Features:
- Real-time adaptive closed-loop shift and pressure control

- Electronic shift and torque converter clutch controls (help protect the transmission
from damage due to high temperatures, which can occur under severe operating
conditions). By altering shift schedules, line pressure, and converter clutch control,
these controls reduce heat generation and increase transmission cooling.
To help reduce parasitic losses, the transmissions includes a dual-stage transmission
fluid pump with electronic output pressure control. Under most driving conditions,
pump output capacity greatly exceeds that which is needed to keep the clutches applied.
The 68RFE pump-pressure control system monitors input torque and adjusts the pump
pressure accordingly.
The primary stage of the pump works continuously; the second stage is bypassed when
demand is low. The control system also monitors input and output speed and, clutch
slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure
in proportion to demand.
A high-travel torque converter damper assembly allows earlier torque converter clutch
engagement to reduce slippage. Needle-type thrust bearings reduce internal friction. The
68RFE is packaged in a one-piece die-cast aluminum case. To reduce NVH, the case
has high lateral, vertical and torsional stiffness. Dual filters protect the pump and other
components.
A cooler return filter is added to the main sump filter. Independent
lubrication and cooler circuits assure ample pressure for normal transmission operation
even if the cooler is obstructed or the fluid cannot flow due to extremely low
temperatures.
The hydraulic control system design (without electronic assist) provides the
transmission with PARK, REVERSE, NEUTRAL, and FOURTH gears, based solely on
driver shift lever selection. This design allows the vehicle to be driven (in limp-in mode)
in the event of a electronic control system failure, or a situation that the Transmission
Control Module (TCM) recognizes as potentially damaging to the transmission.
Chrysler
91
68RFE
Clutch Operation
The 68RFE has a design change that allowed for the full time 6 speed as well as the
increase in torque ratios. The 4C on the 45/545RFE held an annulus as the planet was
driven by a sun gear. On the 68RFE the 4C holds a sun gear causing the annulus to be
driven by the planetary.
* When output speed is greater than 150 rpm the L/R clutch is released and the ORC is
the holding element before the 1-2 shift.
** Failsafe is 3rd gear on the 45/545RFE and 4th gear on the 68RFE (Vehicles that
have ERS (Electronic Range Select) will not have a manual low 2nd gear while in failsafe).
92
Chrysler
68RFE
Oil Level
When servicing and/or testing for proper oil level it is important to note that the fill is
based off of oil temperature. Proper fill does require the use of a scan tool to verify actual
transmission temperature.
To avoid overfilling transmission after a fluid change or overhaul, perform the

following procedure:
1.
Remove dipstick and insert clean funnel in transmission fill tube.
2.
Add following initial quantity of Mopar ATF +4 to transmission:
a. If only fluid and filter were changed, add 10 pints (5 quarts) of ATF +4 to
transmission.
b. If transmission was completely overhauled and the torque converter was
replaced or drained, add 24 pints (12 quarts) of ATF +4 to transmission.
Chrysler
93
68RFE
Mopar +4
The only recommended fluid for the 68RFE is MOPAR +4 oil. There are many different
blends of oil that claim +4 rating. The only way to assure that you are using +4 blend is
to use MOPAR brand. Using a blend that is not recommended may result in shift
concerns that can only be fixed by using the proper oil.
94
Chrysler
68RFE
Pressure Testing Ports
Accurate tachometer and pressure test gauges are required. Test gauges must have a
300 psi range and is used at all locations where pressures exceed 100 psi.
Pressure Test Port Locations

The torque converter clutch apply (3) and release (1) ports are located on the right side
of the transmission case .
There are two (2) methods of testing line pressure. The 1st method requires the use of
a scan tool and adapter that allows you to monitor perceived pressure (scan data) vs.
actual pressure (pressure gauge). The 2nd method (not available on all applications because of mounting issues) is the use of a special adapter oil pan that allows you to tap
into each clutch pressure port located on the valve body.
Method #1
The scan tool can be used to read line pressure from the line pressure sensor. The second method is to install Line Pressure Adapter 8259 (3) into the transmission case and
then install the pressure gauge and the original sensor (2) into the adapter.
This will allow a comparison of the scan tool readings and the gauge reading to determine the accuracy of the line pressure sensor. The scan tool line pressure reading
should match the gauge reading within 10 psi.
Chrysler
95
68RFE
Pressure Testing Ports (continued)
Method #2
Another method of testing hydraulic line pressure involves removing the valve body
pressure test ports and installing the parts of the valve body pressure tap adapter and
one or more 300 psi pressure gauges (Miller Special Tool #8258-A and #C-3293SP).
96
Chrysler
68RFE
Pressure Specifications
With method #1 or #2 the proper procedure is as follows when testing:
Check the transmission fluid level and condition (this condition can only be
tested when the oil pan is removed).
Check the shift cable adjustment.
Raise the vehicle on a hoist, install a tachometer and the pressure gauge
with adapter (s).
Check line pressure while operating the transmission at 1500 engine rpm in Park,
Reverse and Drive. Compare the scan tool line pressure reading with the desired line
pressure and gauge reading. All three readings should agree. If the gauge reading
does not match the scan tool reading, there is a line pressure sensor problem. If the
scan tool reading does not match the desired line pressure, there is a pressure
control problem (oil level, filter, pump regulator valve, PCS solenoid, etc.)
Actual line-pressure while in-gear will very based upon minimum learned line-pressure.
Minimum line-pressure starts at 40 psi and learns up to the minimum pressure to hold
the clutches in a applied state.
97
Chrysler
68RFE
Diagnostic Specifications
NOTE: This vehicle uses an NGC4 Control Module (which only controls Transmission
operation) and an Engine Control Module (ECM) that controls the Diesel engine. In these
procedures, the NGC4 Control Module is referred to as the Powertrain Control Module
(PCM).
Perform the following before attempting any diagnostic procedures:

1. With the scan tool, check pinion factor (if equipped) for proper tire identification and
program or reprogram if necessary.
2. Check the transmission fluid level. If the fluid level is low, locate and repair any leaks
and fill the transmission to the proper level. Refer to the appropriate Service Information for procedures. Many transmission symptoms can be caused by a low fluid level.
3. Check the battery. To avoid false diagnosis, testing should only be performed with the
battery fully charged.
4. With the scan tool, read Engine (ECM) DTCs. If DTCs are present, refer to the Driveability Category and perform to the appropriate diagnostic procedure(s) before proceeding.
5. With the scan tool, read Transmission (PCM) DTCs. Record all Stored, Active, and
Pending DTC information. Diagnose any Pending DTC as a matured DTC.
6. With the scan tool, read and record the Event Data. Use this data to identify the
conditions in which the DTC was set.
7. NOTE: DTC Event Data may exist even if no DTCs are stored. DTC Event Data
is only erased by a Battery Disconnect, reflash, or QuickLearn procedure.
Clearing DTCs does NOT erase the DTC Event Data. Some DTCs require two
bad trips before they are stored (and the MIL illuminates). The transmission
may enter limp-in mode during the first bad trip, but if the fault condition
is not present after the vehicle is restarted, the pending DTC may be cleared
without lighting the MIL. Nevertheless, the DTC Event Data for the pending
DTC will remain stored and can still be retrieved with the scan tool. If the
customer reports a limp-in event but no DTCs are present, check the DTC
Event Data.
98
Chrysler
68RFE
Diagnostic Specifications (continued)
Perform the following before attempting any diagnostic procedures:
(continued...)
8.
Performing a Battery Disconnect will clear all Event Data and reset all learned
Transmission values to the default values, which may temporarily result in erratic
shift schedules.
9.
With the scan tool, perform the Shift Lever Position Test. If the test fails with an
error code, refer to the diagnostic procedure for P0706 Transmission Range Sensor
Rationality. If the test fails without an error code, adjust the shift linkage in
accordance with the Service Information.
10. For Gear Ratio Error DTCs or shift quality complaints, use the scan tool to view
CVI Monitor data. Read and record the Clutch Volume Index information.
11. Use the wiring diagram as a guide. Inspect the wiring and connectors related to this
circuit. Repair as necessary.
12. Refer to the When Monitored and Set Conditions for this DTC. DTCs can set at
ignition on, at start up, after driving under specific conditions and after diagnostic
monitors have been run.
13. Refer to applicable Technical Service Bulletins (TSBs) for controller software
update information. Some conditions can be corrected by upgrading the Engine
(ECM) or Transmission (PCM) controller software.
14. Refer to any Service Information Tune Ups or Technical Service Bulletins that apply.
Were there any repairs made that fixed the vehicle?

Yes - Testing complete. Perform 68RFE TRANSMISSION VERIFICATION TEST.
No - Refer to DTC Based Diagnostics and perform the application.
99
Chrysler
68RFE
Verification Process
Perform the following after completion of a diagnostic repair:
1. Connect the scan tool to the Data Link Connector (DLC).
2. With the scan tool check pinion factor (if equipped) for proper tire identification
and program or reprogram if necessary.
3. Reconnect any disconnected components.
4. If the PCM has been replaced or updated (flashed), or the transmission has been
repaired or replaced, using the scan tool, perform a Quick Learn Procedure.
5. With the scan tool, erase all Transmission and Engine DTCs.
6. With the scan tool, perform a BATTERY DISCONNECT, this will clear the Event Data
7. With the scan tool, display Transmission Temperature. Start and run the engine
until the Transmission Temperature is HOT.
8. Check the Transmission fluid level and adjust if necessary. Refer to the Service
Information for the Fluid Fill procedure.
9. Road test the vehicle.
10. Perform the following shifts from a standing start with a constant throttle opening of
20 to 25 degrees to the speeds of 97 km/h (60 mph); make fifteen to twenty 1 to 2, 2
to 3, 3 to 4, 4 to 5, 5 to 6 upshifts.
11. Perform the following shifts with speeds below 40 km/h (25 mph); make five to eight
wide open throttle kickdowns to 2nd gear. Allow at least 5 seconds each in 3rd and
4th gear between each kickdown.
12. Check for DTCs during and after the road test.
13. If after performing the road test, if any shift concerns are noted, perform the drive
learn procedure for those affected shifts.
14. Use the OBDII task manager to run Good Trip time in each gear, this will confirm
the repair and to ensure that the DTC does not re-mature
Were there any Diagnostic Trouble Codes (DTCs) set during the road test?
Yes - Refer to DTC Based Diagnostics and perform the appropriate diagnostic
procedure.
No - Repair is complete.
100
Chrysler
68RFE
Scan Tool A cronyms
This is not a complete list. Just the most common terms that are used when looking at
diagnostic information. Always keep notes of NEW ACRONYMS.
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Quick Learn Procedures
The quick learn procedure requires the use of the scan tool.
This program allows the electronic transmission system to recalibrate itself. This
will provide the proper transmission operation. The quick learn procedure should be
performed if any of the following procedures are performed:
Transmission Assembly Replacement.
Transmission Control Module Replacement.
Solenoid Pack Replacement.
Clutch Plate and/or Seal Replacement.
Valve Body Replacement or Recondition.
To perform the Quick Learn Procedure, the following conditions must be met:
1. The brakes must be applied.
2. The engine speed must be above 500 rpm.
3. The throttle angle (TPS) must be less than 3 degrees.
4. The shift lever position must stay in PARK until prompted to shift to overdrive.
5. The shift lever position must stay in overdrive after the Shift to Overdrive prompt
until the scan tool indicates the procedure is complete.
6. The calculated oil temperature must be above 60F and below 200F.
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Drive Learn Procedures
When a transmission is repaired and a Quick Learn procedure has been performed on
the Transmission Control Module (TCM), the following Drive Learn procedure can be
performed to fine tune any shifts which are particularly objectionable.
NOTE: It is not necessary to perform the complete Drive Learn procedure every time the TCM is Quick Learned. Perform only the portions
which target the objectionable shift.
Learn a Smooth 1st Neutral to Drive Shift
Perform this procedure only if the complaint is for a delayed or harsh shift the first time
the transmission is put into gear after the vehicle is allowed to set with the engine not
running for at least 10 minutes. Use the following steps to have the TCM learn the 1st
N-D UD CVI.
NOTE: The transmission oil temperature must be between 80 - 110F

(27 - 43C).
1. Start the engine only when the engine and ignition have been off for at least ten (10)
minutes.
2. With the vehicle at a stop and the service brake applied, record the 1st N-D UD
CVI while performing a Neutral to Drive shift. The 1st N-D UD CVI accounts for air
entrapment in the UD clutch that may occur after the engine has been off for a period
of time.
3. Repeat Step #1 and Step #2 until the recorded 1st N-D UD CVI value stabilizes.
NOTE: Its important that this procedure be performed when the

transmission temperature is between 80 - 110F (27 - 43C). If this
procedure takes too long to complete fully for the allowed
transmission oil temperature, the vehicle may be returned to the
customer with an explanation that the shift will improve daily during
normal vehicle usage.
The TCM also learns at higher oil temperatures, but these values (line
pressure correction values) are not available for viewing on the scan
tool.
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Drive Learn Procedures (continued)
Learn a Smooth Neutral to Drive Garage Shift
Perform this procedure if the complaint is for a delayed or harsh shift when the
transmission is put into gear after the vehicle has had its first shift. Use the following
steps to have the TCM learn the Norm N-D UD CVI.
NOTE: The transmission oil temperature must be between 80 110F (27 - 43C) to learn the UD CVI. Additional learning occurs at
temperatures as low as 0F and as high as 200F. This procedure may
be performed at any temperature that experiences poor shift quality.
Although the UD CVI may not change, shift quality should improve.
Learn a Smooth Neutral to Drive Garage Shift
1. Start the vehicle engine and shift to drive.
2. Move the vehicle forward to a speed of at least 16 km/h (10 MPH) and come to a stop.
This ensures no air is present in the UD hydraulic circuit.
3. Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3
seconds and monitor Norm N-D UD CVI volume until the value stabilizes. The value
will change during the N-D shift. This is normal since the UD value is different for
the N-D shift then the normal value shown which is used for 4-3 coastdown and
kickdowns. Perform repeated shifts in this temperature range until the Norm N-D UD
CVI value stabilizes and the N-D shifts become smooth.
Learn the 1st 2-3 Shift After Restart or Shift Reverse
Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI.
NOTE:
The transmission oil temperature must be above 80F (27C).
1. With the vehicle engine running, select reverse gear for over 2 seconds.
2. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15
degree throttle opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI.
3. Repeat Step #1 and Step #2 until the 1st 2-3 upshift becomes smooth and the 1st
2-3 OD CVI stabilizes.
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Learn a Smooth 2-3 and 3-4 Upshift
NOTE: The transmission oil temperature must be above 110F (43C).

Use the following steps to have the TCM learn the OD and 4C CVIs.
1. Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform
multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to
reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the
normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd
gear, following a restart or shift to reverse.
2. Repeat Step #1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI
become stable.
Learn a Smooth 4-3 Coastdown and Part Throttle 4-3 Kickdown Shift
Use the following steps to have the TCM learn the UD shift volume.
1. At a vehicle speed between 64-97 km/h (40-60 MPH), perform repeated 4-3 kickdown
shifts.
2. Repeat Step #1 until the UD volume becomes somewhat stable and the shift becomes
smooth.
Learn a Smooth 1-2 Upshift and 3-2 Kickdown

Use the following steps to have the TCM learn the 2C shift volume.
1. With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear,
perform multiple 3-2 kickdowns.
2. Repeat Step #1 until the 3-2 kickdowns become smooth and the 2C CVI becomes
stable.
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Learn a Smooth Manual 2-1 Pulldown Shift as well as a Neutral to
Reverse Shift
Use the following steps to have the TCM learn the LR volume.
1. With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform
manual pulldowns to Low or 1st gear at closed throttle.
2. Repeat Step #1 until the LR CVI becomes stable and the manual 2-1 becomes
smooth.
Learn a Smooth Neutral to Reverse Shift

1. With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth.
An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.
2. If any of the shifts are still not smooth after the clutch volume stabilizes, an internal
transmission problem may be present.
Learn a Smooth 4-5 Upshift

Use the following steps to have the TCM learn the Alt 2C CVI.
1. Accelerate the vehicle through 88 km/h (55mph) at a steady 10-15 degree throttle
opening and perform multiple 4-5 upshifts.
2. Repeat Step #1 until the 4-5 shift become smooth and the Alt 2C CVI become stable.
There is a separate 2C volume used and learned for 4-5 shifts, 2CA. It is independent
of the 2C CVI learned on 3-2 kickdowns.
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Test Tools
Simulator Box
The simulator box values are specific and when used in conjunction with a scan tool, all
parameters can be checked for the true preset values. The box will test range
sensor, pressure switches, speed sensors, etc. It helps to eliminate wiring and module
from diagnosis.
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Test Tools (continued)
Breakout Box
The breakout box allows you to do voltage testing with the NGC (Next Gen. Controller)
without doing damage to the pins. The module pins are very easily damaged when
testing if the box is not used.
Miller Tool 8815 & 8815-1
8815-1
8815
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Code Descriptions
With computer strategy changing to allow for a full time six (6) speed, diagnostic codes
also had to be added to allow for the different ratios. Typically when dealing with
codes for ratio errors they start off with P0731 for a 1st gear ratio followed by P0732
for 2nd and so on. Because the P0736 was already established for REVERSE on the
45/545RFE the ratio code for 6th gear does not follow the rule of which gear that is
having the ratio issues. The code for 6th gear ratio is P0729.
Code List is as follows:

P0218 HIGH TEMPERATURE OPERATION ACTIVATED
P0602 CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED
P0604 INTERNAL CONTROL MODULE RAM
P0605 INTERNAL CONTROL MODULE ROM
P0613 INTERNAL TCM
P0706 TRANSMISSION RANGE SENSOR RATIONALITY
P0711 TRANSMISSION TEMPERATURE SENSOR PERFORMANCE
P0712 TRANSMISSION TEMPERATURE SENSOR LOW
P0713 TRANSMISSION TEMPERATURE SENSOR HIGH
P0714 TRANSMISSION TEMPERATURE SENSOR INTERMITTENT
P0716 INPUT SPEED SENSOR 1 CIRCUIT PERFORMANCE
P0721 OUTPUT SPEED SENSOR CIRCUIT PERFORMANCE
P0729 GEAR RATIO ERROR IN 6TH
P0731 GEAR RATIO ERROR IN 1ST
P0732 GEAR RATIO ERROR IN 2ND
P0733 GEAR RATIO ERROR IN 3RD
P0736 GEAR RATIO ERROR IN REVERSE
P0740 TCC OUT OF RANGE
P0750 L/R SOLENOID CIRCUIT
P0755 2C SOLENOID CIRCUIT
P0760 OD SOLENOID CIRCUIT
P0765 UD SOLENOID CIRCUIT
P0770 4CSOLENOID CIRCUIT
P0841 L/R PRESSURE SWITCH RATIONALITY
P0845 2C HYDRAULIC PRESSURE TEST
P0846 2C PRESSURE SWITCH RATIONALITY
P0868 LINE PRESSURE LOW
P0869 LINE PRESSURE HIGH
P0870 OD HYDRAULIC PRESSURE TEST
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Code Descriptions (continued)
Code List is as follows:
P0871 OD PRESSURE SWITCH RATIONALITY
P0875 UD HYDRAULIC PRESSURE TEST
P0876 UD PRESSURE SWITCH RATIONALITY
P0882 TCM POWER INPUT LOW
P0883 TCM POWER INPUT HIGH
P0884 POWER UP AT SPEED
P0890 SWITCHED BATTERY
P0933 HYDRAULIC PRESSURE SENSOR RANGE/PERFORMANCE
P0934 LINE PRESSURE SENSOR CIRCUIT LOW
P0935 LINE PRESSURE SENSOR CIRCUIT LOW
P0944 LOSS OF HYDRAULIC PUMP PRIME
P0957 AUTO STICK CIRCUIT LOW (ERS)
P0958 AUTO STICK CIRCUIT HIGH (ERS)
P0987 4C HYDRAULIC PRESSURE TEST
P0988 4C PRESSURE SWITCH RATIONALITY
P1684 BATTERY WAS DISCONNECTED
P1715 RESTRICTED MANUAL VALVE IN T3 RANGE
P1775 SOLENOID SWITCH VALVE LATCHED IN TCC POSITION
P1776 SOLENOID SWITCH VALVE LATCHED IN L/R POSITION
P1794 SPEED SENSOR GROUND ERROR
P2700 INADEQUATE ELEMENT VOLUME L/R
P2701 INADEQUATE ELEMENT VOLUME 2C
P2702 INADEQUATE ELEMENT VOLUME OD
P2703 INADEQUATE ELEMENT VOLUME UD
P2704 INADEQUATE ELEMENT VOLUME 4C
P2706 MS SOLENOID CIRCUIT
U0002 CAN C BUS OFF PERFORMANCE
U0100 NO COMMUNICATION WITH THE ECM/PCM
U0121 LOST COMMUNICATION WITH ABS
U0141 LOST COMMUNICATION WITH FCM
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Module and Connectors
Understanding pin positions and connector make the diagnosis procedures a breeze.
The Next Generation module has four connectors. The Black/Green connector is the C4
which houses most all the transmission controls.
The Black/Green connector is

the C4 which houses most all the
transmission controls.
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Power and Ground Circuits
It all starts here. Transmission Control Output is a switched voltage that typically will
be charging voltage while the motor is running. Transmission Control is a continous B+
used for a keep alive memory and is present at all times.
Powertrain Control Module grounds must have no voltage present.
Note: As with any electronically controlled transmissions, it is very

important that the charging system and the battery/s all be at their
performance level and conditions.
With Diesels (two batteries), both batteries need to be at the same surface voltages. If one is lower than the other this will cause the charging system to compensate for the battery that is undercharged. Remember, step one in any diagnosis after documenting and clearing
trouble codes is to clean the batteries, even if they look clean and
retest for codes.
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Range Sensor
Because of this being a electronically controlled transmission, the range sensor inputs
are very critical in order for the transmission module to function properly. When reading
on scan data the PID names are C1-C2-C3-C4-C5. There are transition ranges so that
the module knows the direction the driver is selecting while moving the shifter.
These transitions are referred to as TMP 1-TMP 2-TMP 3. Remember that the manual
valve only has three positions that change oil flow. This means that in order to control
shift schedules this input is imperative.
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Sensor Circuits
Speed Sensors, Pressure Sensor, Temperature Sensor and OD
Cancel-TOW/HAUL
Essential to transmission operation is the use of sensors (inputs). There are two speed
sensors (input and output) that measure rpm. These sensors register the speed of shift
transitions and are used to determine the CVI (clutch volume index) values. In addition
to these sensors there is; line pressure sensor (feeds a signal voltage informing the
module what line pressure is doing).
This is a feed back/closed loop for a command on line pressure given from the module),
Temperature sensor (used so the module can control shift timing and feel through all the
temperature ranges), OD cancel/Tow/haul switch that allows the module to know if the
driver is towing and or requesting that OD is canceled.
Note: Remember when OD is canceled this is a 4 speed unit (5th and

6th gear are both OD ranges)
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Understanding Clutch Volume Index (CVI)
CVI is the measurement of the physical amount of fluid required to fill the clutch
and stroke the piston. CVIs are in general updated when a clutch is applied. These
measurements require the use of speed sensing devices (input and output speed
sensors).
Note: 1 (one) CVI is equal to 1/64 of a cubic inch of transmission

fluid (64 CVIs would equal one square inch of oil). Gear Ratios are
determined by monitoring change in speed rotations of input signals
from the Input and Output speed sensors. By comparing the two
inputs, the TCM determines not only which gear you are in but also
the CVI monitor value. These values are based on how long it takes to
complete a gear change.
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Understanding Clutch Volume Index (CVI)
(continued)
Electronically, the upshifts are performed by timing the venting of the releasing clutch to
the filling of the applying clutch. The releasing clutch must lose its holding capacity at
the same time the applying clutch gains holding capacity. Proper CVI values are critical
to properly perform upshifts.
Each accumulator has the holding value of 64 CVIs. If the measurement of oil passing
through the valve passageways and applying the holding clutch element was an
additional 64 CVIs that would give a value of 128 CVIs (Too High). The accumulator CVIs
are not taken into consideration when the scan data is shown, only the clutch volume
(applying oil) is which would be 64.
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Pressure Switch Wiring
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68RFE
Pressure Switch Specifications
The Transmission System uses five (5) pressure switches to monitor the fluid pressure
in the L/R, 2C, 4C, UD, and OD clutch circuits. These switches are continuously
monitored for the correct states in each gear as shown.
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Shift Solenoid Control
There are six (6) solenoids used to control hydraulic fluid direction in this transmission
and one (1) solenoid used to control (reduce) line pressure. The continuity of each
solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few
milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on.
This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by
the Transmission Control System. If this spike is out of range a solenoid code will set.
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68RFE
Shift Solenoid Control (continued)
When hydraulic diagrams are required for shift concerns, use the 545RFE diagrams for
your reference. 1st gear is the same, 2nd gear is the same, 2nd gear prime is now 3rd
gear, 3rd gear will be now 4th, 4th will be used as 5th, and what was the 5th gear will
now be 6th. Changes in how the 4th clutch holds when locking onto the clutch hub
(originally holding a ring gear/annulus but with the 68RFE holding a sun gear) have
allowed for the full time 6 speed. Oil flow through the shift solenoids and valve body has
remained the same other than the computer strategy for gear command.
Solenoid Resistance values:
Line Pressure = 4.3 ohms
All Others = 1.9 ohms
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Oil Pump Valve Description
Converter Clutch Switch Valve
The converter clutch switch valve is used to control the direction of oil flow to the torque
converter. When the converter clutch is released (CC switch valve downshifted), hydraulic pressure is supplied to the front (OFF) side of the torque converter clutch. When the
converter clutch is applied (CC switch valve upshifted), regulated oil pressure is supplied
to the back (ON) side of the converter clutch.
Converter Clutch Regulator Control Valve and Accumulator

The converter clutch regulator valve is used to control the hydraulic pressure supplied
to the back (ON) side of the torque converter clutch.
Torque Converter Limit Valve

The torque converter limit valve serves to limit the maximum pressure supplied to the
front side of the torque converter clutch.
Pressure Regulator Valve

The pressure regulator valve controls the line pressure in the transmission. It is a
balanced dump valve to maintain a fixed line value. With the use of the Line Pressure
Solenoid the pressure can be lowered to a working value.
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68RFE
Upper Valve Body
The Solenoid Switch Valve (SSV) controls the direction of the transmission fluid when
the L/R-TCC solenoid is energized. The Solenoid Switch Valve controls line pressure
from the LR-TCC solenoid.
In 1st gear, the SSV will be in the downshifted position directing fluid to the L/R clutch
circuit. In all other gears, the solenoid switch valve will be in the upshifted position and
directs fluid into the torque converter clutch (TCC) circuit.
When shifting into 1st gear, a special hydraulic sequence is performed to ensure SSV
movement into the downshifted position. The L/R pressure switch is monitored to
confirm SSV movement.
If the movement is not confirmed (the L/R pressure switch does not close), 2nd gear is
substituted for 1st. A DTC will be set after three unsuccessful attempts are made to get
into 1st gear in one given key start.
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Upper Valve Body (continued)
Manual Valve
The manual valve is a relay valve. The purpose of the manual valve is to direct fluid to
the correct circuit needed for a specific gear or driving range. The manual valve, as the
name implies, is manually operated by the driver with a lever located on the top of the
valve body. The valve is connected mechanically to the gearshift mechanism. The valve
is held in each of its positions by a roller detent spring that engages the rooster comb of
the TRS selector plate.
Low/Reverse Switch Valve

The low/reverse switch valve allows the low/reverse clutch to be operated by either the
LR/CC solenoid or the MS solenoid.
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Lower Valve Body
Check Ball and Functions
There are 7 check balls located in the lower valve body. It is important when doing
repairs to the valve body that new check balls be installed.
Ball #1: Used in 2nd gear. Neutral to 8 mph. If left out will energize the L/R clutch. In
2nd, 3rd, and kickdown to 1500 RPM, three elements apply.
Ball #2: Used in 5th gear. If the ball is left out energizes the UD clutches in 5th, three
elements apply.
Ball #3: Used in Reverse. If the ball is left out it allows bypass of R-1
Ball #4: Used in 1st and 2nd gear. If ball is left out the OD clutches apply, three
elements apply.
Ball #5: Used in 3rd and 4th gear. If the ball is left out, three elements apply
Ball #6: Used in 4th gear. If left out the OD clutch vents apply oil
Ball #7: Used in 2nd and 3rd. If left out it vents 2nd clutch oil.
#1
#6
#3
#5
#7
#4
#2
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Front and Rear Endplay
Using Adapter 8266-17 from End-Play Tool Set 8266 (1) and Dial Indicator C-3339 (2),
measure and record the input shaft end-play. The correct end-play is 0.52-0.74 mm
(0.020-0.029 in.). Adjust as necessary.
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
1.57
1.71
1.85
1.99
2.13
2.27
2.41
2.55
2.69
2.83
2.97
3.11
3.25
3.39
3.67
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
(0.062
(0.067
(0.073
(0.078
(0.084
(0.089
(0.095
(0.100
(0.106
(0.111
(0.117
(0.122
(0.128
(0.133
(0.144
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
Install the chosen selectable

bearing spacer on the
number 5 thrust bearing and
re-measure end-play to
verify selection.
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Measuring Output Shaft Endplay
Using an alignment plate, output shaft endplay Socket 8266-20, handle from
End-Play Tool Set 8266 (2) and Dial Indicator C-3339 (3), measure and record the
output shaft end-play. The correct output shaft end-play is 0.25-0.52 mm (0.010-0.020
in.). Adjust as necessary. Install the chosen output shaft selective bearing spacer and
re-measure end-play to verify selection.
09
10
11
12
13
14
43
16
17
18
19
=
=
=
=
=
=
=
=
=
=
=
2.18
2.33
2.48
2.63
2.78
2.69
3.08
3.23
3.38
3.53
3.68
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
(0.086
(0.092
(0.098
(0.103
(0.109
(0.115
(0.121
(0.127
(0.133
(0.139
(0.145
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
in.)
Selective Plate
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Bearing Location and Position
Bearing #1 through #12 appear in the order from front (first in input drum) to rear (last
in adapter housing).
Pay close attention when installing the needle bearings. To assure that they get proper
lubrication they must be installed so that the oil flows smoothly over the bearing and
return to fluid sump.
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68RFE
Specifications
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Specifications (continued)
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AS68RC
Identification
The AS68RC is an Aisin Seiki 6-Speed rear wheel drive transmission. Primarily used for
commercial trucks this unit also goes in the Dodge pickups.
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Clutch and Band A pplication Chart
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Solenoid Description and Operation
This transmission uses 4 self-grounded ON/OFF solenoids and 4 PWM (linear) solenoids
that are TCM grounded.
The ON/OFF Solenoids A, B, & C (S1, S2 & S3) are used in combination with Linear
Solenoids A, B, & C to precisely apply and release the clutches for all forward and reserve gears operations. ON/OFF Solenoid D (S4) and Linear Solenoid D control Lockup.
Use the following chart to troubleshoot shifting concerns.
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AS68RC
Service Information
Service Intervals are 30,000 miles. Change Filter only if oil is contaminated.
Use ONLY AS68RC Fluid Part Number #05 189977AA.
CAUTION: Any other Fluid CAN result in shift concerns or damage.
Capacity 14-15 Qts. (Overhaul) or 7.2Qts. (Service)
Drain Plug
-Note Temperature
(See Chart)
-Check Fluid Level
Idling in Park
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Pressure Specifications and Tap Locations
Line Pressure:
Forward:
@ Idle: 81-125
@ Stall: 240-290
Park/Neutral
@ Idle: 81-125
@ Stall: 240-290
Line Pressure
B1 Brake
TCC Apply
B2 Brake
K3 Clutch
K1 Clutch
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Overhaul Tips
The Low/Rev (F1 Sprag) is located in the case with two snap rings. Make an alignment
mark so the Sprag goes back to it original position. There are two (2) lugs opposite of
each other,make sure they are installed straight up and down in the case. If you forget,
the rear extension housing wont fit.
Make an alignment mark

so the Sprag goes back to
its original position.
The Manufacturer does not

recommend dissassmbling the
L/R Sprag assembly.
The Washer goes on the

backside of the spring
L/R Sprag
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AS68RC
B2 Brake Piston
When removing the B2 Brake Piston, the factory recommends using Tool MD991790.
However you can use a Sun Gear Shell from an RE4R01A or a usable substitute. This
will allow you to compress the spring to gain access to removing the snap ring.
The RE4R01A sun shell

does the job well.
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Checking Clutch Travel
Use a dial indicator to check clutch pack travel. The clutch pack should compress evenly
with 58-78 psi applied.
Assemble the clutch stack, note the clutch travel specifications listed. Setup your dial
indicator as shown and apply 58-78 psi to compress the clutch plates. Selective reaction
plates are available if an adjustment is required.
Clutch Specifications:
B1
0.061 - 0.071
B2
0.072 - 0.090
K1
0.059 - 0.069
K2-K3
0.063 - 0.071
Clutch apply port
The clutch diameter is so large that the traditional feeler gauge method may cause
a false reading. This is an example using the K1 Clutch assembly.
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A ccumulator Identification and Location
Purple
Spring
No Color
Spring
Yellow
Spring
Factory Specifications
The Springs may be different in color then the factory specifications, during our
overhaul the spring colors shown were the colors we removed from the transmission. The Chart lists the factory specifications.
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Solenoid and Pressure Switches
Use the illustration to identify the solenoids and pressure switch and wiring colors
during dissassembly and assembly.
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AS68RC
Solenoid and Pressure Switches
Make sure all of the pressure switches are wired correctly
This ball is
over 1 inch in
diameter
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Lower Valve Body Exploded View
20
1
2
19
18
4
6
17
5
7
16
15
10
11
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Large Check Ball Capsule

Lockup Control Valve
Shift Valve #4
Control Valve #3 for K1 & K3 (Use 3 Clips)
Linear Solenoid C
Linear Solenoid A
Control Valve #1 for K1, K2 & B1 (Use 4 Clips)
Linear Solenoid B
Control Valve #2 for K3 & B2 (Use 6 Clips)
On/Off Solenoid A
12
13
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
14
Pressure Switch #3
Pressure Switch #7
Pressure Switch #2
Pressure Switch #1
On/Off Solenoid D
Pressure Switch #6
On/Off Solenoid B
Pressure Switch #8
On/Off Solenoid C
On/Off Solenoid D
141
Chrysler
AS68RC
Upper Valve Body Exploded View
1
10
2
9
8
7
6
5
Filter
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Drain Valve (Check valve for clutch exhaust oil to drain to pan)
Change Valve (Modifies control pressure into line pressure for clutch operation)
Manual Valve (Directs oil depending on driver selection)
Check Valve
Modulator Valve (Regulates oil for solenoid operation)
Shift Valve (Identified as number 3 shift valve)
Check Valve
Check Ball Capsule
142
Chrysler
Chrysler
143
144
Chrysler
4X4
Table of Contents
4X4
145
ALL
Noise and Vibration ................................................146
4WD Identification ..................................................147
Crow Hopping .........................................................148
Diagnostic Checks ..................................................149
GM Electronic 4X4 System Diagnosis......................154
ITM 3e AWD System
Introduction ...........................................................159
Components ...........................................................160
146
4X4
Noise and Vibration

Noise and vibration concerns seem to be the number one complaint on todays
fourwheel drive systems. Some noises or vibrations in all-wheel, four-wheel, or part-time
fourwheel drive systems may be normal operational characteristics for that particular
system.
The key to diagnosing noises and vibrations is to know what is normal operating characteristics and what is not. One of the easiest ways to determine if a noise or vibration is
abnormal is to compare the customers vehicle with a similar vehicle. Similarities should
include: Vehicle type (truck, extended cab or short bed, SUV mileage, and equipment). A
comparison drive should make it easy to determine if the noise or vibration is abnormal
or not.
Some noise and vibration is normal, particularly in part-time four-wheel drive systems
when vehicles are operated in fourwheel drive mode on high traction surfaces such as
clean dry pavement. These noises or vibrations are usually a result of driveline loading,
binding or wind-up and will increase as the vehicle turning radius decreases, this may
be normal operation for your particular system. Each type of Four-Wheel drive system
has its own particular operating characteristics.
4X4
147
4WD Identification
All-Wheel Drive Systems:
All-wheel drive systems offer the most transparent system operation. However, they do
have some driving characteristics such as torque steer not found on two-wheel drive vehicles. Generally, all-wheel drive systems are quieter than similar four-wheel drive systems operated in 4HI, and certainly quieter than in 4LO ranges. On-demand all-wheel
drive systems do not operate until wheel slip is detected and the driver may hear or feel
the system engage and disengage at times, which is normal.
Part-Time Four-Wheel Drive Systems:
With part-time four-wheel drive systems, engagement and disengagement of the system
can be noticeable. These systems are designed to be used on loose traction surfaces
such as snow, mud or loose dirt. Driveline binding may occur if operated on high traction surfaces such as hard pavement.
On-Demand Four-Wheel Drive Systems:
Automatic or on-demand systems are more transparent than part-time systems. In

auto mode, a clutch pack allows for the difference in axle speeds and operates like an
all-wheel system.
148
4X4
All Systems
Crow Hopping
Crow hopping is a common concern on four-wheel drive systems and is due to
driveline binding or wind-up. As the vehicle turns, the front and rear axles follow a
different arc and turn at different speeds, this results in a bind and the only way to
compensate for this is for the wheels to slip. Evidence of this condition can sometimes
be found on the tire surfaces. One or more tires may show signs of small scratches or
scuffing, around the tire circumference, and are caused by the tire slipping across the
road surface while turning.
4X4
149
AWD and 4WD

Diagnostic Checks
There are some basic checks and tire inspections that can be performed in your service
bay and on the road that can help isolate the cause of the driveline noise.
150
4X4
AWD and 4WD

Diagnostic Checks (continued)
Garage Shift Check:
In the service bay, listen for noises or vibrations as you compare each gear range. Be
sure to operate the vehicle in all ranges with the four-wheel drive system engaged in
both Hi range and LO range. Check for noises, vibrations, or gear grinding during engagement.
Road Test Check:
Take the vehicle for a test drive, again operating the vehicle in all ranges including HI
and LO ranges. Use the auto feature if your vehicle is so equipped. Drive in a straight
line as well as in turns. Drive the vehicle with and without acceleration load. Try to
detect driveline noise or vibrations. Try to recreate the same driving conditions as when
the customer experiences the noise or vibration. Sometimes a bad road surface can
cause unusual noises or vibrations. Remember, you cant diagnose a problem if you
cant duplicate it.
Tire Check:
Check all tires to make sure they are all the same size and brand. Different brands may
have different circumferences, even though they are the same size. Look for uneven tire
wear. Tires with different tire wear will roll at different rates and speeds.
4X4
151
AWD and 4WD

Tire Inflation Check:
Always check your tire pressure. Proper and even tire pressure is very important
especially with on-demand or all-wheel systems. A tire with low pressure will roll at
a different rate than a tire at the proper pressure. As little as 2 pounds per square inch
difference between tire pressures has been known to cause four-wheel drive system
drivability concerns.
152
4X4
AWD and 4WD

Rolling Tire Circumference Check:
Performing the rolling tire circumference check is the easiest and fastest way to tell
if youre having a tire circumference concern. Start by marking all the tires at the six
oclock position. Drive forward on a flat surface in a straight line for a minimum of 10
complete tire revolutions. Bring one tire back to the six oclock position. Check all tires
to verify that all tires are within of the six oclock position. Tires that do not match
will have to be replaced, usually as a complete set (all four tires).
4X4
153
AWD and 4WD

Tire Replacement Criteria:
All four tires must be the same brand, size, and speed rating. If a tire must be replaced,
the remaining tires must have at least 30% of the tread remaining. Any tires with less
than 30% tread remaining, as compared with the new tire, will have to be replaced.
Default Operation:
Most electronic transfer case systems have sophisticated software or built-in logic. The
TCCM or GEM system will not allow four-wheel low range to engage unless all
parameters are met, and will stay in the previously commanded range. These
parameters include but are not limited to, transmission in neutral and vehicle speed is
less than three miles per hour. Some vehicles with the GEM system will not engage fourwheel low range if the GEM thinks that the drivers door is open.
Noise Isolation:
There are several tools available today to help isolate noises and vibrations. One of the
most helpful tools out there is Chassis Ears or even a vacuum hose. Chassis Ears is
an electronic stethoscope that is available from your local tool supplier. An Electronic
Vibration Analyzer (EVA) is also available.
154
4X4
G.M. Electronic 4x4 System

Diagnosis
The early NV233 systems up to 2004, found on Blazer, S-10 trucks and Tahoe applications, will not allow data or code retrieval with a scanner, however manual code retrieval
is available. To retrieve codes manually, locate the data link connector (DLC) near the
right side of steering column. Install a jumper wire between the diagnostic pigtail (orange wire at DLC terminal No.13) and ground. Turn ignition switch on and observe the
4WD selector switch status lights. After approximately 3 second, if there is a code in the
TCCM system, the 4WD selector switch lights will start to flash. All NV233 transfer case
codes are single digit codes. These codes are:
Code #1: TCCM Internal Fault
Code #2: Encoder Circuit Fault
Code #3: Motor Circuit Fault
Code #4: TCCM RAM/ROM Fault
To clear codes: Remove T/L CTSY (20 amp) fuse (T series) or T-CASE fuse (K series);
wait 2 minutes and then reinstall fuse. Cycle ignition 5 times, codes should be cleared
from TCCM.
When attempting to retrieve codes from the NVG233 transfer case system, you may
encounter inoperative 4WD lights. If the 4WD lights are inoperative, check the 10-amp
Gauges fuse (fuse #4) located in the instrument panel fuse block. If the 10-amp gauges fuse is good, inspect the 20-amp 4WD fuse (fuse #19) also located in the instrument panel fuse block.
If either fuse is blown, repair the affected circuit as needed. The next step is to check
the TCCM power feed circuits at terminals #C6, C8, D14 & D15 for 12vdc with the ignition on, and the ground circuits at terminals #C10, D10, D12 & D13 for a good path
to ground. The ground path should have less than a 0.05vdc voltage drop. After verifying good power and grounds to the TCCM, the next step is to check for power on TCCM
terminals #C11, C12 & C13 with the ignition on. A quick and easy test for the 4WD light
system is to ground TCCM terminals #C11, C12 & C13 individually and see if each 4WD
light illuminates.
If each 4WD light illuminates, the 4WD light circuits are intact. Suspect a possible
TCCM problem. Refer to the TCCM connector views to determine the correct terminal
locations.
155
4X4

Diagnosis (continued)
Code #1: TCCM Internal Fault:
Attempt to clear code #1. If the code resets, turn ignition switch on and check for battery
voltage on circuit #1640 (orange wire) at TCCM terminals #D14 & D15. If battery voltage
is found at TCCM terminals #D14 & D15, check the TCCM ground circuits #150 (black
wire) at terminals #C9, C10, D10, D12 & D13. If the TCCM has good power and ground
circuits, replace the TCCM and recheck the 4x4 system operation.
C10
Blk
C9
Blk/Ylw
D10
Blk
D11
Blk
D12
Blk
D14
ORG
D15
ORG
156
4X4

Code #2: Encoder Circuit Fault:
Attempt to clear code #2. If the code resets, disconnect the transfer case harness connector. Turn the ignition switch on and check for a 5vdc signal coming from the TCCM
to the transfer case harness connector terminals #1, 2, 4, & 8 (encoder circuits A, B, C &
D). If the TCCM is delivering a 5vdc signal to the encoder circuits, go to the next step.
The next step is to measure the resistance of the internal encoder circuits to the transfer case ground. If the resistance to case ground is less than 5ohms on any one of the
internal encoder circuits, replace the encoder/motor assembly. If the resistance on the
internal encoder circuits are greater than 5ohms, check the resistance of circuit #1554
(black/yellow wire) from the TCCM terminal #C9 to the encoder/motor connector terminal # 3.
If the resistance is less than 2ohms, replace the TCCM. (Warning: always check the
TCCM power and grounds before replacing the TCCM)
#8
Red/Wht
#1
Ylw/Blk
#2
Dk BL/Wht
#3
Blk/Ylw
C9
Blk/Ylw
#4
Brn/Wht
157
4X4

Code #3: Motor Circuit Fault:
Attempt to clear Code #3. If the code resets, check 20 amp 4WD fuse (fuse #19) located
in instrument panel fuse block. If the 4WD fuse is blown, repair the circuit as needed.
If the 4WD fuse is not blown, turn the ignition switch on and while moving the 4WD
selector switch between 4HI and 4LOW positions, measure the voltage at the encoder/
motor connector terminals # 6 & #7. The voltage should alternate from positive 12vdc to
negative 12vdc while moving the selector switch between 4HI and 4LOW positions.
If voltage alternates from positive to negative, replace the encoder/motor assembly. If
voltage does not alternate from positive to negative, check the motor control circuits
going back to the TCCM. If the motor control circuits are good, suspect a faulty TCCM.
#7
Black
#6
Red
C16
Black
D1
Red
158
4X4

Code #4: TCCM RAM/ROM Fault:
Attempt to clear code #4. If the code resets, check for power (12vdc) at TCCM terminals
#C6, C8, D14 & D15. Then check the TCCM ground circuits at TCCM terminals #C10,
D10, D12 & D13. If the TCCM power and ground circuits are okay, replace the TCCM.
(The vehicle used for this example was a 1996 Chevrolet Blazer 4.3L equipped with a
4L60E transmission and a NVG233 transfer case system. Refer to the four-wheel drive
system connector terminal identification chart and specific wiring schematics for your
particular vehicle)
C6
ORG
C10
Blk
C8
Pink
D10
Blk
D11
Blk
D12
Blk
D14
ORG
D15
ORG
4X4
159
ITM 3e AWD System

Introduction
Whats New in AWD:
The ITM 3e system is just one of the latest interactive all-wheel drive systems available
as part of BorgWarners growing iTrac torque management systems portfolio. BorgWarner has a full line of active torque management devices focused on the needs of the
ever expanding all-wheel drive market, such as the new NexTrac all-wheel drive
system being launched in 2009 Hyndai Santa Fe and/or the Cadillac CTSs ITM
all-wheel drive system also being launched this year.
These all-wheel drive systems are among the most advanced interactive all-wheel drive
systems available in the world today.
A Closer Look at the ITM 3e System:

The ITM 3e system uses sophisticated controls and algorithms to sense wheel slip
and can seamlessly convert to an all-wheel drive system within milliseconds. This
enhances vehicle handling by optimizing vehicle traction to both the front and rear
wheels when needed.
While driving at highway speeds, the ITM 3e system reduces torque transfer to the
rear wheels, which improves fuel economy when compared to a full-time all-wheel drive
system. The ITM 3e system is designed to work in conjunction with other vehicle onboard systems such as the anti-lock brake system (ABS) and the electronic ride stability
system to provide improved traction and stability when needed.
Electronically Controlled All-Wheel Drive System:

The ITM 3e system requires no front-to-rear slippage to activate the all-wheel drive
system, unlike other all-wheel drive systems that rely on pumps or a viscous fluid to
transfer torque to the non-driving wheels when needed. This system transfers torque
solely in response to accelerator pedal position and other vehicle system inputs.
This electronically controlled all-wheel drive system does not incorporate traction
control. The all-wheel drive system does not aid in side-to-side traction. The anti-lock
brake system (ABS) is responsible for side-to-side traction using brake intervention
programming.
160
4X4
ITM 3e AWD System

Components
The electronically controlled all-wheel drive system includes:

An All-Wheel Drive ECM (AWD ECM)

A Power Transfer Unit (PTU) or transfer case
A two-piece drive shaft
An Electronically Controlled Coupling (ECC)
A Rear Differential assembly
Axle shafts
4X4
161
ITM 3e AWD System

Components (continued)
ECM
The AWD ECM communicates with the ABS control module and the PCM over the CAN
C BUS system. The AWD ECM uses the wheel speed sensor inputs from the ABS
module to monitor wheel speeds relative to one another and also determine the vehicles
actual speed. The AWD ECM uses this information along with the accelerator pedal position to determine how much torque is to be transferred to the rear wheels.
The AWD ECM then sends an electrical current to the ECC that is proportional to the
amount of torque required. This allows the torque transfer to the rear wheels, to be
fine-tuned to the amount of traction actually needed.
162
4X4
ITM 3e AWD System

Power Transfer Unit (PTU)
The power transfer unit (PTU) or transfer case is mounted to the right side of the
transmission. The right axle half-shaft passes through the power transfer unit and
drives the right front wheel. The power transfer unit transfers torque from the driving
wheels to the rear differential through the drive shaft and electronically controlled
coupling (ECC).
163
4X4
ITM 3e AWD System

Two Piece Drive Shaft and the ECTC
Two Piece Drive Shaft:
The two piece drive shaft connects the power transfer unit to the electronically controlled
coupler. A center bearing supports the drive shaft and a center plunge type joint compensates for movement between the engine/power transfer unit and the electronically
controlled coupling.
The Electronically Controlled Transfer Case (ECTC)
The purpose of the ECTC is to transmit torque to the rear wheels by way of a two-stage
clutch system. The low torque electromagnet powered clutch, is controlled by the AWD
ECM.
A cam and ball mechanism amplifies the force of the low torque clutch, applying the wet
multi-disc main clutch that transmits torque to the rear wheels. The wet clutch is
similar to clutch packs in automatic transmissions.
164
4X4
ITM 3e AWD System

The Rear Differential Assembly and Axle Shafts
The rear differential assembly of the ITM 3e system consists of the electronically controlled coupling and the rear differential. The rear differential uses the torque provided
by the electronically controlled coupling to drive the rear wheels. The electronically
controlled coupling is not serviceable and must be replaced as an assembly.
Axle Shafts:
The axle shafts are internal to the rear differential assembly. The purpose of the axle
shaft is to transfer torque from the differential carrier to the wheels.
165
4X4
ITM 3e AWD System

How Does the ITM 3e System Work?
The electrically controlled all-wheel drive system includes the following electrical
components:

The AWD Electronic Control Module (AWD ECM)

The Anti-lock Brake System (ABS)and wheel speed sensors

The Electronically Controlled Coupling (ECC)
166
4X4
ITM 3e AWD System

Operating Systems
The system has four operating modes:

Open loop
Closed loop
Wheel speed dependent
Vehicle dynamics enhancement
The AWD ECM also interfaces with the ABS/Stability ride control system and the traction control system. This interface allows the ABS system to influence rear wheel torque
transfer through the EEC and helps the driver maintain control of the vehicle.
Open Loop Operation:
In high power demand situations, the all-wheel drive system immediately starts engaging the electronically controlled coupling, transferring a high percentage of torque to
the rear wheels. This prevents front wheel slippage, as power is transmitted to all four
wheels. This mode of operation is called open-loop operation, because the AWD ECM
does not use inputs from the ABS system to control the torque transfer to the rear
wheels.
Closed Loop Operation:
In closed-loop operation, the AWD ECM uses inputs from the ABS control module to
determine the proper torque transfer as needed. Power to the rear wheels is also
modulated under the following conditions.

Front wheels slipping on ice while backing will transfer torque to the rear wheels

Loss of traction at freeway speeds, as in hydroplaning, will transfer torque to the

rear wheels.
Both open-loop and closed-loop modes are always active with the closed-loop mode
layered on top of the open-loop mode to increase torque to the rear wheels when needed
to maintain traction in extreme situations.
4X4
167
ITM 3e AWD System

Operating Systems (continued)
Wheel Speed Dependent Operation:
Wheel Speed dependent mode is independent of the open-loop and closed-loop modes,
using wheel speed differences to determine when the vehicle is turning in a tight turn.
This condition is indicated by a large difference in the side-to-side wheel speeds. This
causes the AWD ECM to reduce torque to the rear wheels which prevents binding in the
driveline.
Vehicle Dynamics Enhancement:
Additional AWD ECM calibrations control the torque being sent to the rear wheels for
improved handling at speeds between 25 mph and 65 mph. At these speeds, the system
increases torque to the rear wheels during cornering. Above 70 mph. and under normal
driving conditions, the AWD ECM strategy provides minimal torque transfer to the rear
wheels to increase fuel economy.
168
4X4
4X4
169
170
4X4
Toyota
Table of Contents
Toyota
171
U250E
Description .............................................................172
Solenoid, Clutch, Brake, and One Way Application .173
Centrifugal Fluid Pressure Canceling Mechanism....174
Solenoid Identification and Locations ......................177
Pressure Regulator Setting ......................................178
Valve Body Identification.........................................179
Large Check Ball Locations .....................................183
Small Check Ball Locations .....................................184
Check Valve Locations ............................................185
Accumulator Piston and Spring ID and Location .....186
SL and SLT Solenoid Description ............................187
DSL, S4 and SR Solenoid Description .....................188
ECM Inputs and Outputs........................................190
ECM Basics ............................................................191
Solenoid Codes .......................................................192
172
U250E
Description
Toyota
Toyota
173
U250E
Solenoid, Clutch, Brake and One-Way Clutch
A pplication
174
Toyota
U250E
Centrifugal Fluid Pressure Canceling
Mechanism
To prevent the generation of pressure by the centrifugal force that is applied to the fluid
in the piston when the clutch is released, a check ball is provided to discharge the fluid.
This check ball prevented bind ups and clutch fill apply time.
The later design uses lube oil on the front side of the piston to aide in the release of the
clutch as shown.
175
Toyota
U250E
Mechanism (continued)
The balance piston creates a piston fluid pressure chamber that uses lube oil to create
centrifugal fluid pressure on top of the piston. This will counteract any centrifugal pressure created on the bottom or apply side of the piston.
This eliminated the need to discharge the fluid through the use of a check ball, and a
highly responsive and smooth shifting characteristic has been achieved.
176
Toyota
U250E
Mechanism (continued)
O/D Direct
Clutch Balance
Piston
Lube Oil
O/D Direct
Clutch Piston
Clutch Apply
O/D Piston
Clutch Apply
O/D Drum
177
Toyota
U250E
Solenoid Identification and Locations
It is important to identify the differences between how the repair manuals and the parts
manuals list the solenoids, use the chart below for ordering reference.
178
Toyota
U250E
Pressure Regulator Setting
There is no factory setting information available at this time. Be sure to mark the setting
before dissassembly. It is model dependent and will vary from model to model.
Mark both, the

valve body and the
PR adjuster prior
to removal
Toyota
179
U250E
Valve Body Identification
2007 Model Upper Valve Body
During disassembly, inspect the valves and bores for wear and scoring. Use the following
pages for reference during your rebuild.
180
Toyota
U250E
Valve Body Identification (continued)
2007 Model Upper Valve Body (continued)
181
Toyota
U250E
Valve Body Identification (continued)
2007 Model Lower Valve Body
182
Toyota
U250E
2005-2006 Valve Body Identification
Toyota
183
U250E
Large Check Ball Locations
There are three (3) large check balls in the upper portion of the valve body. These check
balls are steel and are used for exhausting oil, make sure the check balls seat properly
before reusing.
Check Ball Sizes: 0.394 (10mm)
184
Toyota
U250E
Small Check Ball Locations
There are eleven (11) check balls in the main portion of the valve body. All of the check
balls are composite, make sure the check balls seat properly before reusing. It is
recommended to replace the check balls during every rebuild.
Toyota
185
U250E
Check Valve Location
The torque converter check valve and spring must be installed as shown. Failure to
install it correctly or not at all will result in a converter charge related concern.
Spring size:
H: 0.909
W: 0.436
D: 0.039
186
Toyota
U250E
Large: Light Blue

Small: Light Blue
Large: Neutral
Large: Red
Small: Orange
A ccumulator Piston and Spring Identification

and Locations
B1 C0 C1
187
Toyota
U250E
SL and SLT Solenoid Description
The linear solenoid valve SLT controls the transmission line pressure for a smooth shift
based on signals from the throttle position sensor and the vehicle speed sensor. The
ECM adjusts the duty cycle of the SLT solenoid valve to control hydraulic line pressure
coming from the primary regulator valve.
The solenoids valves SL1, SL2, SL3, and SLT have the same basic structure.
188
Toyota
U250E
DSL, S4 and SR Solenoid Description
The Solenoid Valve SR controls the solenoid relay valve. The fluid passages from the
solenoid valve DSL and S4 have been redesigned starting in 2007.
The DSL, S4 and the SR solenoids are three-passage shift solenoid valves.
189
Toyota
U250E
DSL, S4 and SR Solenoid Description
(continued)
The S4 solenoid valve, when commanded ON, controls the 4-5 shift valve to stroke
against the spring. Fifth (5th) gear is established by removing pressure applied to the B3
brake and applying pressure to the C3 clutch.
4th Gear Shown
5th Gear Shown
190
Toyota
U250E
ECM Inputs and Outputs
The ECM combines both the Engine CPU and the Transmission CPU. The inputs from
the engine and transmission sensors are used to control shift timing and feel. The
strategy is derived from emissions related devices.
191
Toyota
U250E
ECM Basics
This diagram should be used as a quick reference to identify what controls the
transmission.
192
Toyota
U250E
Solenoid Codes
P0746
P0748
P0776
P0778
P0796
P0798
P0766
P2716
P0982
P0983
P0771
P0985
P0986
P0741
P2769
P2770
Pressure Control Solenoid A Performance (Shift Solenoid Valve SL1)

Pressure Control Solenoid A Electrical (Shift Solenoid Valve SL1)
Pressure Control Solenoid B Performance (Shift Solenoid Valve SL1)
Pressure Control Solenoid B Electrical (Shift Solenoid Valve SL1)
Pressure Control Solenoid C Performance (Shift Solenoid Valve SL1)
Pressure Control Solenoid C Electrical (Shift Solenoid Valve SL1)
Pressure Control Solenoid D Performance (Shift Solenoid Valve SL1)
Pressure Control Solenoid D Electrical (Shift Solenoid Valve SL1)
Shift Solenoid D Control Circuit Short (Shift Solenoid Valve S4)
Shift Solenoid D Control Circuit Open (Shift Solenoid Valve S4)
Shift Solenoid E Performance (Shift Solenoid Valve SR)
Shift Solenoid E Control Circuit Short (Shift Solenoid Valve SR)
Shift Solenoid E Control Circuit Open (Shift Solenoid Valve SR)
Torque Converter Clutch Solenoid Performance (Shift Solenoid Valve DSL)
Torque Converter Clutch Solenoid Short (Shift Solenoid Valve DSL)
Torque Converter Clutch Solenoid Open (Shift Solenoid Valve DSL)
Toyota
193
194
Toyota
Table of Contents
Mercedes
Mercedes
195
722.9
Introduction ...........................................................196
Limp Mode ..............................................................197
Electronic Control Components...............................198
Shift Sequences ......................................................200
Fluid Level Float Function ......................................201
Speed Sensor Function ...........................................202
Clutch Component Location and Apply Chart .........203
Torque Converter ....................................................204
Power Flow 1st Gear ...............................................205
Power Flow 2nd Gear ..............................................206
Power Flow 3rd Gear ...............................................207
Power Flow 4thGear ................................................208
Power Flow Reverse Gear S Mode .........................212
Power Flow Reverse Gear C Mode .........................213
Vehicle Towing and Fluid Types ..............................214
722.6
2-3 Drag, Bind or No 2-3 Shift then Failsafe ...........215
196
Mercedes
722.9
Introduction
The 722.9 transmission can be found in the Mercedes 2004-06 SL500, 2005 & up
CL500, E500, S430, 500, SLK350, 55 AMG, 2006 & up C230, 280, 350, CLK350,
CLS500, E350, E63 AMG, R350, 500, SLK280 and 2007 & up CLK550, CLS550, CL600,
CLS63 AMG, E550, E63 AMG, GL320, 450, ML350, 500, ML63 AMG, R63, and S550.
This 5th generation transmission is the first 7 speed automatic produced by Mercedes
Benz. The Mercedes designation for this transmission is New Automatic Gearbox 2
(NAG2) or 7G Tronic. Along with 7 forward speeds this unit also has 2 reverse gears
ratios (similar to the 722.6) depending on whether it's in the Sport or Comfort mode.
Shift Strategy
Shift strategy improvements include:
Shorter computer reaction time by 0.1 second
Downshifts shortened by up to 0.2 seconds
Coasting downshifts shortened by 0.4/2.5 seconds
37-47 MPH acceleration times shortened by 23-28% (model dependant)
Fuel consumption reduced by up to 4%
Noise levels reduced, due to lower engine speed in 5th, 6th & 7th gear at constant
vehicle speed
Flexible adaptation to vehicle and engine
Variable Shift Programming
There are two basic shift programs that can be varied by the customer (similar to the
722.6) using the S or C button on the Electronic Shifter Module (ESM).
S ( Sport)
1st gear starts
Normal shift points
Reverse gear 1 (-3.416:1)
C (Comfort)
2nd gear starts
Earlier up-shifts and later downshifts
Reverse gear 2 (-2.231:1)
Note: Transmission will start in first gear if any of the following conditions apply:
1st gear is manually selected
3/4 to full throttle acceleration from start
Cold engine temp (pre-catalytic warm up)
Mercedes
197
722.9
Limp Mode
Emergency function or Limp-home mode:
There are a variety of failsafe modes;
If a solenoid is defective, the gear affected is blocked, example: (solenoid Y3/8y7-B3
clutch is defective: no 1st, 7th or Reverse in S mode)
If hydraulic fault prevents a gear from engaging then the previous gear will be
applied.
If the computer defaults while driving, all solenoids will be turned off. Solenoids that
are normally open will allow full pressure to selected clutches and the transmission
will be in 6th gear. After shifting to P oil pressure from K2 solenoid is redirected
to B2/BR solenoid via emergency operation valves and the transmission will now
achieve 2nd in D and Reverse.
198
Mercedes
722.9
Electronic Control Components
Transmission Control Module (Y3/8n4) (flash capable)
Working Pressure Control Solenoid (Y3/8y1) (line/normally open)
K1 Clutch Solenoid (Y3/8y2 ) (normally closed)
K2 Clutch Solenoid (Y3/8y3) (normally open)
K3 Clutch Solenoid (Y3/8y4) (normally open)
B1 Brake Clutch Solenoid (Y3/8y5) (normally open)
B2 Brake Clutch Solenoid (Y3/8y6) (normally closed)
B3 Brake Clutch Solenoid (Y3/8y7) (normally closed)
Torque Converter Lock Up Solenoid (Y3/8y8) (normally closed)
Note:
Normally Closed: high current high pressure/no current no pressure
Normally Open: no current high pressure/high current low pressure
Normally Open solenoids are used for Limp Mode w/no current to transmission.
Two Oil Floats
Oil Control Float 1 (31)
Oil Control Float 2 (32)
Three Speed Sensors (3)
(The following components are integral to the valve body assembly)
Turbine RPM Sensor (Y3/8n1) (front)
Internal RPM Sensor (Y3/8n2) (center)
Output RPM Sensor (Y3/8n3) (rear/hall affect)
Range Sensor
Selection Range Sensor (Y3/8s1)Y3/8s1 Range sensor: Soldered to ECM ribbon
cable/ not replaced separately/Permanent Magnetic Linear Contactless Displacement
(PLCD) sensor/Permanent magnet on manual valve changes magnetic field and
output voltage/ if not relearned or faulty will cause limp mode.
Transmission Fluid Temperature
The TFT sensor is integral to the TCM.
Mercedes
199
722.9
Electronic Control Components (continued)
200
Mercedes
722.9
Shift Sequences
Shift Sequences
In addition to sequentially shifting through gears, the 722.9 downshift programming will
allow the transmission to skip gears. Provided that only one member is released and one
member is applied.
Mercedes
201
722.9
Fluid Level Float Function
To prevent oil foaming from the geartrain rotating in the fluid, floats were designed to
be installed between the case and the valve body. When the fluid sloshes or fluid level is
increased the floats block off oil from entering the geartrain area.
202
Mercedes
722.9
Speed Sensor Function
The Front speed sensor Y3/8n1; monitors Turbine speed (input shaft/small ring gear).
The Center speed sensor Y3/8n2 monitors Ravigneaux carrier speed (ring gear of rear
planet). The Rear speed sensor Y3/8n3 monitors Park Pawl gear (exciter ring/2 hall
effect)
Note: Magnets are molded in a plastic ring and secured inside Non Ferrous flanges.
203
Mercedes
722.9
Clutch Component Location and A pply
Chart
Gear ratios are achieved with one Ravigneaux and two Simple planetary assemblies.
4 Multi-Disc Brakes
3 Multi-Disc Clutches
No Sprag
204
Mercedes
722.9
Torque Converter
The torque converter operates in an open slip mode in all seven forward gear. In other
words lock up is never fully achieved. The converter is open in 1st and 2nd gear if the
throttle and the output shaft speed are in Zone A. The converter is in slip-control in
all seven (7) forward gears if the throttle and the output shaft speed are in Zone B. Oil
feed pressure to the converter is varied depending on the amount of slip.
The lock-up clutch will turn off and the transmission will shift to a lower gear at oil
temperatures of 140C or higher. The Torque converter holds four (4) liters of fluid and
incorporates damper springs integral to lock up clutch to reduce vibration.
205
Mercedes
722.9
Power Flow 1st Gear
2 Turbine wheel
3 Stator
4 Impeller
5 Small internal-geared wheel
6 Dual planet carrier
7 Sun gear
8 Large internal-geared wheel
9 Internal-geared wheel
10 Planet carrier
11 Sun gear 12 Internal-geared wheel
13 Planet carrier
14 Sun gear
16 Torque converter lockup clutch
A Input
B Output
BR Multi-disk brake BR
B1 Multiple-disc brake B1
B3 Multiple-disk brake B3
K1 Multi-disk clutch K1
PL2k Short planet gears
PL2l Long planet gears
PL6 Planet gears
PL9 Planet gears
The Ravigneaux Planet Small Ring Gear (5) is driven by the Input Shaft. The Long Planet
Gears (PL2l) drive the Short Planet Gears (PL2k) to rotate inside the Large Ring Gear
(8) held by the B3 Brake Clutch. An increase in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates at the
same speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears
(PL6) rotate around the Sun Gear (11) held by the K3 Clutch and rotate the Planet Carrier (10). The Single Front Planet Ring Gear (12) is mechanically connected to the Planet
Carrier (10) and rotates at the same speed. Planetary Gears (PL9) rotate around the Sun
Gear (14) which is held by the B2 Brake Clutch and transfers the increased torque and
reduced rotational speed to the Output Shaft through the Planet Carrier (13). The Output Shaft rotates with reduced input speed in the direction of engine rotation at a ratio
of 4.377:1.
206
Mercedes
722.9
Power Flow 2nd Gear
2 Turbine wheel
3 Stator
4 Impeller
7 Sun gear
10 Planet carrier
13 Planet carrier
14 Sun gear
A Input
B Output
PL6 Planet gears
PL9 Planet gears
Gears (PL2l) rotate around the Sun Gear (7) which is held by the B1 Brake Clutch.
An increase in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The
Single Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically
connected to the Dual Planet Carrier. The Planet Gears (PL6) rotate around Sun Gear
(11) held by the K3 Clutch and rotate the Planet Carrier (10). The Single Front Planet
Ring Gear (12) is connected mechanically to the Planet Carrier (10) and rotates at the
same speed. Planetary Gears (PL9) rotate around Sun Gear (14) which is held by the B2
Brake Clutch and transfers the increased torque and reduced rotational speed to the
Output Shaft through Planet Carrier (13). The Output Shaft rotates with reduced input
speed in the direction of engine rotation at a ratio of 2.859:1.
Mercedes
207
722.9
Power Flow 3rd Gear
2 Turbine wheel
A Input
3 Stator
B Output
4 Impeller
7 Sun gear
10 Planet carrier
13 Planet carrier
14 Sun gear
PL6 Planet gears
PL9 Planet gears
With the K1Clutch engaged, the Ravigneaux Planetary Gear set components (5, 6, 7, 8,
PL2l & PL2k) are locked together and send Input Torque and Input Speed unchanged
to the Ring Gear (9). The Single Rear Planet Ring Gear (9) drives the Planet Gear (PL6)
to rotate around the Sun Gear (11) held by the K3 Clutch and rotate the Planet Carrier (10). The Single Front Planet Ring Gear (12) is connected mechanically to the Planet
Carrier (10) and rotates at the same speed. Planetary Gears (PL9) rotate around the Sun
Gear (14) which is held by the B2 Brake Clutch and transfers the increased torque and
reduced rotational speed to the Output Shaft through Planet Carrier (13). The Output
Shaft rotates with reduced input speed in the direction of engine rotation at a ratio of
1.921:1.
Note:
In 3rd gear the Ravigneaux gear set is locked as one. If a gear noise is being diagnosed
and it goes away when in 3rd gear, then check front gear set.
208
Mercedes
722.9
Power Flow 4th Gear
2 Turbine wheel
3 Stator
4 Impeller
7 Sun gear
10 Planet carrier
13 Planet carrier
14 Sun gear
A Input
B Output
PL6 Planet gears
PL9 Planet gears
With the K1 Clutch engaged, the Ravigneaux Planetary Gear set components (5, 6, 7, 8,
PL2l & PL2k) are locked together and send Input Torque and Input Speed unchanged
to the Ring Gear (9). With the K2 Clutch engaged the Single Rear Planet Ring Gear (9)
and Single Front Planet Ring Gear (12) rotate at the same speed. The Single Rear Planetary system is locked and not involved in the gear ratio. The engaged K2 Clutch drives
the Single Front Planet Ring Gear (12) at Input Speed. The Planetary Gears (PL9) rotate
around Sun Gear (14) which is held by the B2 Brake Clutch and transfers the increased
torque and reduced rotational speed to the Output Shaft through Planet Carrier (13).
The Output Shaft rotates with reduced input speed in the direction of engine rotation at
a ratio of 1.368:1.
Note:
In 4th gear the Ravigneaux and rear gear sets are locked as one. If a gear noise is being
diagnosed and it only goes away when in 4th gear, then check rear gear set.
209
Mercedes
722.9
Power Flow 5th Gear
2 Turbine wheel
3 Stator
4 Impeller
7 Sun gear
10 Planet carrier
13 Planet carrier
14 Sun gear
A Input
B Output
PL6 Planet gears
PL9 Planet gears
With the K1, K2 and K3 Clutch engaged, the Power Flow runs from the Input Shaft via
the locked Ravigneaux Planetary Gear set components (5, 6, 7, 8, PL2l & PL2k) and the
locked Front Single Planetary Gear set (12, 13, 14 & PL9) to the Output Shaft and
rotate at the same speed as the Input shaft in the direction of engine rotation at a ratio
of 1.000:1.
Note:
In 5rd gear, all gear sets are locked as one. If a gear noise is being diagnosed and it only
goes away when in 5th gear, then check center gear set.
210
Mercedes
722.9
Power Flow 6th Gear
2 Turbine wheel
3 Stator
4 Impeller
7 Sun gear
10 Planet carrier
13 Planet carrier
14 Sun gear
A Input
B Output
PL6 Planet gears
PL9 Planet gears
Gears (PL2l) rotate around Sun Gear (7) which is held by the B1 Brake Clutch. An increase in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically connected
to the Dual Planet Carrier. The Planet Gears (PL6) rotate the Sun Gear (11) which rotates
the Sun Gear (14) by the engaged K3 Clutch. Input Torque and Input Speed are transmitted to the Single Front Planet Ring Gear (12) by the engaged K2 Clutch. The speed
difference between the Sun Gear (14) and Ring Gear (12) produces an increased speed
and reduced torque to the Output Shaft through Planet Carrier (13). The Output Shaft
rotates with reduced input speed in the direction of engine rotation at a ratio of
0.820:1.
211
Mercedes
722.9
Power Flow 7th Gear
2 Turbine wheel
3 Stator
4 Impeller
7 Sun gear
10 Planet carrier
13 Planet carrier
14 Sun gear
A Input
B Output
PL6 Planet gears
PL9 Planet gears
Gears (PL2l) drive the Short Planet Gears (PL2k) to rotate inside the Large Ring Gear
that is held by the B3 Brake . An increase in torque and reduced rpm is transmitted
to the Dual Planet Carrier (6). The Single Rear Planet Ring Gear (9) rotates at the same
speed as it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6)
rotates the Sun Gear (11) which in turn rotates Sun Gear (14) by the engaged K3 Clutch.
Input Torque and Input Speed are transmitted to the Single Front Planet Ring Gear (12)
by the engaged K2 Clutch. The speed difference between the Sun Gear (14) and the Ring
Gear (12) produces an increased speed and reduced torque to the Output Shaft through
Planet Carrier (13). The Output Shaft rotates with reduced input speed in the direction
of engine rotation at a ratio of 0.728:1.
212
Mercedes
722.9
Power Flow Reverse Gear in S Mode
2 Turbine wheel
3 Stator
4 Impeller
7 Sun gear
10 Planet carrier
13 Planet carrier
14 Sun gear
A Input
B Output
PL6 Planet gears
PL9 Planet gears
Gears (PL2l) rotate around the Sun Gear (7) held by the B1 Brake Clutch. An increase
in torque and reduced rpm is transmitted to the Dual Planet Carrier (6). The Single
Rear Planet Ring Gear (9) rotates at the same speed as it is mechanically connected to
the Dual Planet Carrier. The Planet Gears (PL6) rotate around the Sun Gear (11). The
rotational direction of the Sun Gear is Reversed by Planet Carrier (10) which is held by
the BR Brake Clutch. The applied K3 Clutch connects Sun Gear (14) to Sun Gear (11).
This causing both Sun Gears to rotate at the same speed and direction and drive Planet
Gears (PL9). This increases torque and reduces rotational to the Output Shaft through
Planet Carrier (13). The Output Shaft rotates at a reduced input speed opposite to the
direction of engine rotation at a ratio of -3.416:1.
213
Mercedes
722.9
Power Flow Reverse Gear in C Mode
2 Turbine wheel
3 Stator
4 Impeller
7 Sun gear
10 Planet carrier
13 Planet carrier
14 Sun gear
A Input
B Output
PL6 Planet gears
PL9 Planet gears
Gears (PL2l) drive the Short Planet Gears (PL2k) which rotate inside the Large Ring Gear
(8) held by the B3 Brake Clutch. A decrease in rotational speed is transmitted to the
Dual Planet Carrier (6) The Single Rear Planet Ring Gear (9) rotates at the same speed
as it is mechanically connected to the Dual Planet Carrier. The Planet Gears (PL6) rotate
around Sun Gear (11). The rotational direction of the Sun Gear is Reversed by Planet
Carrier (10) which is held by the BR Brake Clutch. The applied K3 Clutch connects Sun
Gear(14) to Sun Gear (11). This causes both Sun Gears to rotate at the same speed and
direction and drive the Planet Gears (PL9). This increases torque and reduces rotational
speed to the Output Shaft through Planet Carrier (13). The Output Shaft rotates at a reduced input speed opposite to the direction of engine rotation at a ratio of -2.231:1.
214
Mercedes
722.9
Vehicle Towing and Fluid Types
Vehicle Towing
If vehicle must be towed, it should be transported by use of a flat bed trailer. Alternate
towing can be achieved with vehicle drive axle removed or lifted. If either afore mentioned options are not available a tow bar (preferred) will suffice under the following
conditions/limitations:
1. Turn key to position 2
2. Selector lever toN position
3. Max. towing speed 31 mph
4. Max. towing distance 31 miles
Note: If towing distance or speed exceeds pre mentioned values damage may occur to
transmission.
Fluid Type
This is a newly developed suggested use only transmission fluid, referred to as ATF
3353 with higher friction consistency, thermal stability and temperature rating. Can also
be used on previous model 722.3/.4/.5/.6 transmissions. No scheduled maintenance
required (fill for life) and available at Shell & OE oil suppliers in 1 liter bottles under
Mercedes Benz part number A001 989 45 03 10.
Mercedes
215
722.6
2-3 Drag, Bind or No 2-3 Shift then Failsafe
A drag or bind during a 2-3 shift or no 2-3 and then failsafe after rebuild. This is caused
by installing the incorrect K2 clutch during the transmission rebuild. There are two
different internal tooth diameters, one measuring 5.480 and the other 5.690.
216
Mercedes
722.6
(continued)
This difference in diameter was designed for a 3 pinion rear planet with a K2 clutch hub
size of 5.455 for smaller engine vehicles along with a larger 4 pinion hub size of 5.670
for larger engine vehicles.
217
Mercedes
722.6
(continued)
The outside diameter along with friction thickness is the same for both K2 clutches.
Always check the internal diameter fit of the K2 clutch over the rear planetary hub during every rebuild to prevent a mistake.
The part numbers and friction information listed below will aid in selecting the correct
K2 clutch when rebuilding a 722.6 transmission whether the unit has a 3 or 4 pinion
planet.
722.6 K2 Clutch (.085") 36 Teeth (6 1/2"OD) 1996-Up (With 5.480 ID Fits a
3 Pinion Rear Planet) quantity 6 Mercedes part # 210-272-00-25
722.6 K2 Clutch (.085) 36 Teeth (6 1/2OD) 1996-Up (With 5.690 ID, Fits a
4 Pinion Rear Planet) quantity 6 Mercedes part #140-272-01-25
Incorrect
Correct
218
Mercedes

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P1915 generally indicates

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This notch was added to help prevent

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a P0877 or P2723 are set the TCM will:

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