Technical Bulletin Listing 2009

Transcription

1 Technical Bulletin Listing 2009 Transmission Bulletin # # Pages Subject January U140E/U241E Harsh 2-3 Shift After Overhaul GM MP T-Case Introduction 6T70/ Transfer Bolt Eliminated LE Code Retrieval O1M, JR506E, Bind or Erratic Shift ZF5HP19/24 AW55-50SN, Bushing Failure (AF23/33-5, RE5F22A) January, 2009 ATRA > Page 1 of 1

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3 Technical Bulletin # 1225 Transmission: Subject: Application: Issue Date: U140E/U241E Harsh 2-3 After Overhaul Toyota, Lexus January, 2009 U140E/U241E Harsh 2-3 Shift After Overhaul 2000 and up RAV4, Highlander, Camry, RX300, ES300 A harsh 2-3 shift could be caused by using the wrong direct (C2) clutch drum. Toyota makes a 3 and 4 clutch drum and if a 4 clutch drum is used in place of the 3 clutch, a harsh 2-3 will occur. Keep in mind that a harsh 2-3 can be caused by not relearning the computer after overhaul (See bulletin #919) or a bad PCM (See bulletin #1046). JR> Page 1 of 1

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5 Technical Bulletin # 1226 Transmission: Subject: Application: Issue Date: GM MP Transfer Case Introduction GM January, GM MP Transfer Case Introduction GM MP TRANSFER CASES RPO NQG, 1222/1225/1226 RPO NQF, 1625/1626, RPO NQH, 3023/3024 Starting with the 2008 model year General Motors introduced a series of new transfer case designs to replace the New Venture Gear designed transfer cases used for many years. Built by a company known a Magna Powertrain ( MP) the new designed units are available as 3 different models: Manual Shift (RPO NQG) (Models 1222/1225/1226) Electric Shift ( RPO NQF) (Models 1625/1626) Auto (RPO NQH) (Models 3023/3024) Several models are available for each application, these include the 1222/1225 and 1226 manually shifted units, the 1625/1626 electric shift units and the 3023 and 3024 auto/active transfer case models. NOTE: All models use Dexron VI fluid SG> Page 1 of 10

6 Technical Bulletin # 1226 Model RPO Trans Input Shaft Splines MP 1222 light duty MP 1222 light duty MP 1225 Heavy Duty The models features are as follows: Output Chain Shaft Size Splines NQG 4L60E 27T 32T 7/ Pinion NQG 6L80 32T 32T 7/ NQG 6L90 29T 31T 7/ Planetary Application 3 Pinion 5 Pinion ½ Ton ½ Ton ¾ Ton MP 1226 Super Duty MP 1625 Heavy Duty MP 1626 Super Duty MP 3023 Light Duty MP 3023 Light Duty MP 3024 Heavy Duty NQG 6L90 LCT T 31T 7/ NQF 6L90 29T 31T 7/ NQF 6L90 LCT T 31T 7/ NQH 4L60E 27T 32T 7/ NQH 2ML70 32T 32T 7/ NQH 6L90 29T 31T 7/ Pinion ¾ Ton 1 Ton 5 Pinion ¾ Ton 5 Pinion ¾ Ton 1 Ton 3 Pinion ½ Ton 3 Pinion ½ Ton 5 Pinion ¾ Ton MS > Page 2 of 10

7 Technical Bulletin # 1226 COMPONENT DIFFERENCES BETWEEN MODELS MP 1222, MP 1225 and MP 1226 MP 1222 with 27T Input Spline when compared to MP 1222 with 32T input spline The input shaft seal is a dual lip seal used with wet cavity 4x4 adapter housing The high/low clutch has bias pointing engagement teeth. The leading edges of the teeth are not symmetric. MP 1222 with 32T Input Spline when compared to MP 1222 with 27T input spline The input shaft seal is a single lip seal used only with dry cavity 4X4 adapter housing The high/low clutch has neutral pointing engagement teeth. The leading edges of the teeth are symmetric. MP 1222, Common components to 27T and 32T Light Duty applications when compared to the MP 1225/MP 1226 Models The input shaft pilot bearing assembly is smaller to accommodate the smaller rear output shaft, the O.D measures 38.1 mm (1.5 in). The front output shaft drive sprocket is mm (1.25 in) wide. The front output shaft driven sprocket is mm (1.25 in) wide The rear output shaft rear bearing retaining rings are smaller, the outer diameter of the ring groove at the rear output shaft measures 37.5 mm (1.476 in) The rear output shaft rear bearing assembly is smaller, the I.D measures 40 mm (1.575 in). The rear output shaft seal is smaller, the inner lip diameter measures 46.2 mm (1.819 in). The rear output shaft bushing is smaller, the I.D measures 48 mm (1.890 in). The rear case half has smaller bores to accommodate the rear output shaft seal and the rear output shaft bushing MP 1225 Model Features The input shaft seal is a single lip seal used only with dry cavity 4X4 adapter housings. The MP 1225 built for Canadian applications use a 2300 series round pin type chain just like all MP 1226 applications utilize. All American MP 1225 applications use a 9600 series rocker pin type chain. MS > Page 3 of 10

8 Technical Bulletin # 1226 MP 1226 Model Features The input shaft seal is a dual lip seal used specifically for the LCT 1000 (RPO MW7) which has a wet cavity 4X4 adapter housing. The dual lip seal is also used for the 6L90 (RPO MYD) in order to retain a common part number for this model. Model differences, MP 1225/1226 as compared to the MP 1222 The input shaft pilot bearing assembly is larger to accommodate the larger rear output shaft. The O.D measures mm (1.625 in) An input shaft pilot bearing retaining ring is used. The high/low clutch has neutral pointing engagement teeth, the leading edges of the teeth are symmetric The front output shaft drive sprocket is 38.1 mm (1.5 in) wide. The front output shaft driven sprocket is 38.1 mm (1.5 in) wide The rear output shaft rear bearing retaining rings are larger, the O.D of the ring groove at the rear output shaft measures 38.5 mm (1.516 in). The rear output shaft rear bearing assembly is larger. The I.D measures 41 mm (1.614 in). The rear output shaft seal is larger. The inner lip diameter measures 54.2 mm (2.134 in). The rear output shaft bushing is larger. The I.D measures mm (2.208 in). The rear case half has larger bores to accommodate the rear output shaft seal and the rear output shaft bushing The rear output shaft is larger COMPONENT DIFFERENCES BETWEEN MODELS MP 1625 and MP 1626 MP1625: The input shaft seal is a single lip seal used only with dry cavity adapters MP1626: The input shaft seal is a dual lip seal used specifically for the LCT 1000 (RPO MW7) which has a wet cavity adapter. These seals are also used for the 6L90 (RPO MYD) in order to retain a common part number for this model The MP 1625 built for Canadian applications use a 2300 series round pin type chain just like all MP 1626 applications utilize. All US MP 1625 applications use a 9600 series rocker pin type chain. COMPONENT DIFFERENCES BETWEEN MODELS MP 3023 and MP 3024 MP 3023 with a 27 T Input Spline compared to MP 3023 with a 32T input spline The high/low clutch has bias pointing engagement teeth. The leading edges of the teeth are not symmetric The rear output shaft rear bearing retaining rings are larger than the MP 3023 with 32T Input Spline but smaller than the MP The I.D of the ring groove at the rear output shaft measures 37.5 mm (1.476 in). The rear output shaft bearing assembly I.D measures 40 mm (1.575 in) the width measures 18 mm (0.709 in). The rear output shaft bearing assembly surface on the rear output shaft measures 40 mm (1.575 in). The high/low clutch has neutral pointing engagement teeth. The leading edges of the teeth are symmetric. SG > Page 4 of 10

9 Technical Bulletin # 1226.MP 3023 with 32T Input Spline compared to the MP 3023 with a 27 Spline input The VSS reluctor wheel profile is thinner than the MP 3023 ATC with 27T input spline and the MP 3024, measuring 25.8 mm (1.016 in) thick. There is no snap ring between the VSS reluctor wheel and the rear output shaft rear bearing assembly There is no snap ring groove in the rear output shaft between the VSS reluctor wheel and the rear output shaft rear bearing assembly. The rear output shaft rear bearing retaining ring is smaller than the MP 3023 with 27T input spline and the MP The I.D of the ring groove at the rear output shaft measures 33 mm (1.299 in). The rear output shaft bearing assembly I.D measures 35 mm (1.378 in) the width measures 23 mm (0.906 in). The rear output shaft bearing assembly surface on the rear output shaft measures 35 mm (1.378 in). There is an additional harness bracket used on some applications MP 3023, Common components with both a 27T and 32 T input shaft spline. Comparison of the MP 3023 to the 3024 The input shaft pilot bearing assembly is smaller than the MP 3024 in order to accommodate the smaller rear output shaft. The outer diameter measures 38.1 mm (1.5 in). The rear output shaft is smaller than the MP 3024 The front output shaft drive sprocket is 27.2 mm (1.071 in) wide The front output shaft driven sprocket is 29.4 mm (1.157 in) wide The rear output shaft seal is smaller than the MP The inner lip diameter measures 46.1 mm (1.815 in). The rear output shaft bushing is smaller than the MP The I.D measures 48 mm (1.890 in). The rear case half has smaller bores than the MP 3024 in order to accommodate the rear output shaft seal and the rear output shaft bushing The control lever is thinner than the MP 3024, measuring 9.5 mm (0.374 in) between the bearing surfaces The control actuator lever is thinner than the MP 3024, measuring 9.5 mm (0.374 in) between the bearing surfaces. The control actuator lever balls are larger than the MP 3024, measuring 13 mm (0.512 in) in diameter The control actuator lever washer is thinner than the MP 3024, measuring 1 mm (0.039 in) SG > Page 5 of 10

10 Technical Bulletin # 1226 MP 3024 Common Components, Comparison of the MP 3024 to the MP 3023 The input shaft pilot bearing assembly is larger than the MP 3023 in order to accommodate the larger rear output shaft. The outer diameter measures mm (1.625 in). An input shaft pilot bearing retaining ring is used The high/low clutch has neutral pointing engagement teeth. The leading edges of the teeth are symmetric The rear output shaft is larger than the MP 3023 The front output shaft drive sprocket is 33.5 mm (1.319 in) wide The front output shaft driven sprocket is 35.5 mm (1.398 in) wide The rear output shaft rear bearing retaining rings are larger than the MP The I.D of the ring groove at the rear output shaft measures 38.5 mm (1.516 in). The rear output shaft rear bearing assembly I.D measures 41 mm (1.614 in). The width measures 18 mm (0.709 in). The rear output shaft bearing assembly surface on the rear output shaft measures 41 mm (1.614 in). The rear output shaft seal is larger than the MP The inner lip diameter measures 53.8 mm (2.118 in). The rear output shaft bushing is larger than the MP The I.D measures mm (2.208 in). The rear case half has larger bores than the MP 3023 in order to accommodate the rear output shaft seal and the rear output shaft bushing The control lever is thicker than the MP 3023, measuring 10.5 mm (0.413 in) between the bearing surfaces The control actuator lever is thicker than the MP 3023, measuring 10.5 mm (0.413 in) between the bearing surfaces. The control actuator lever balls are smaller than the MP 3023, measuring 10 mm (0.394 in) in diameter The control actuator lever washer is thicker than the MP 3023, measuring 2.5 mm (0.098 in). System Operation (RPO NQF) MP 1625/MP 1626, (RPO NHQ) MP 3023, MP3024 Like other electric shift GM transfer cases the MP 1625 MP 1626, MP 3023 and MP 3024 utilizes the following operational modes: 2 High 4 High Auto (MP 3023, MP 3024) 4 Low Neutral The MP series transfer cases are shift on the fly units. To select 2 high, auto or 4 high range simply move the switch to the desired position. To move the transfer case to the 4 Low position: Ignition in the Run position A/T shifter in Neutral VSS less than 3 MPH (5 km/h) Move the switch to the 4 Low position To select neutral position: Ignition in the Run position A/T shifter in Neutral VSS less than 3 MPH (5 km/h) T case in 2 High position Rotate the switch clockwise past the 4wd Low position and hold it in that position for 10 seconds. The red colored neutral lamp will illuminate SG> Page 6 of 10

11 AUTO TRANSFER CASE OPERATION (RPO NQH) MP 3023, MP3024 The MP 3023 and MP 3024 utilize the following components: Transfer case shift control switch Transfer case 2 wd, 4wd Incremental sensor Transfer case actuator drive motor Transfer case shaft position sensor Transfer case motor lock Transfer case control module VSS Service 4X4 indicator Technical Bulletin # 1226 Transfer case shift control switch Located in the dash the rotary switch varies the voltage drop to the TCCM based on the switches position. The TCCM provides a 5 volt reference signal to the switch. As the switch is rotated, the resistance varies within the switch input circuit resulting in a different signal voltage value at the TCCM. The TCCM monitors the signal volt to determine which range to select. Approximate TCCM voltage input will read: 2WD= 2 Volts Auto= 4.4 Volts 4 High= 3.0 Volts 4 Low= 1.5 Volts Transfer Case 2 wd, 4wd Incremental sensor The incremental sensor is mounted on the transfer case shift motor. The sensor is a variable position hall effect sensor that is used to tell the TCCM the actual range position the motor is moving towards. The TCCM sends an 8 volt reference signal to the sensor. The sensor indicates the changing position for the transfer case motor based on degrees (.15 degree increments) of movement. The sensor signal output voltage is pulled low (.75 volts) by the sensor or it is allowed to go high ( 4.2 volts) as the motor rotates. Sensor operation may confuse many technicians as a certain given transfer case position does not necessarily represent a specific voltage value as an input to the TCCM. The sensor voltage and degrees of movement can be monitored with your scan tool. Typical values will be: Command Incremental Sensor Degrees Incremental Sensor Direction Voltage Incremental Sensor Voltage Incremental Sensor Impulse ** Voltage Incremental Sensor Direction 2WD 37 Degrees.75V 7.5V.75 or 4.2 V CCW Auto 102 Degrees.75 V 7.5V.75 or 4.2 V CW * 4 High 127 Degrees.75 V 7.5V.75 or 4.2 V CW * 4 Low -77 Degrees 4.2 V 7.5 V.75 or 4.2 V CW * The motor direction will register CW during the shift up in range, 2WD to Auto to 4 Hi to 4Low. Once the shift is completed the motor position will read CCW ** The impulse voltage will vary based on the movement of the sensor in degrees. It is not uncommon to have the voltage read.75 V then change to 4.2 V or the opposite may occur depending on the exact position of the motor. In other words when shifting the T-Case you will see the value change without your input. This is due to the linkage varying just a fraction of a degree or so from the last commanded shift into that range. SG > Page 7 of 10

12 Technical Bulletin # 1226 Transfer Case Shaft Position Sensor (Rotational Sensor) The rotational sensor is mounted into the back of the transfer case near the motor assembly. In some applications the sensor may be described as the Transfer case 2/4 wheel drive actuator position sensor. No matter the name, the operation is the same, the TCCM sends a 5 volt reference signal to the sensor. The TCCM also provides the ground for the sensor. As the shift shaft rotates the sensor sends a signal voltage back to the TCCM which will vary depending on the position of the shaft. This value represents the actual position of the shift shaft. Typical scan voltage values are as follows: Commanded position Sensor Degrees Sensor Signal Voltage 2wd 37 Degrees 3 V Auto 102 Degrees 3.6 V ** 4 High 125 Degrees 4.0 V 4 Low -77 Degrees 1.8 V ** Voltage Varies with clutch commanded position Transfer Case Motor The Transfer case motor is a permanent magnet PWM bi directional unit currently manufactured by Bosch. The TCCM controls driver circuits for motor A and motor B circuits. The motor current varies ( From 0-15 amps) (Current limited to 30 amps) (Motor resistance ohms) depending on the command and to meet the clutch slippage requirements while in Auto Mode. Unlike the previous design NVG transfer case motors, the new design actually rotates the shift shaft either clockwise (CW) or counter clock wise ( CCW). This action moves the actuator cam to apply or release the clutch. NOTE: A transfer case motor learn process must be performed with a scan tool if the motor is replaced. Transfer Case Motor Brake Some MP transfer case applications utilize a brake assembly to control the position of the transfer case motor armature (NQH Applications only). The brake is mounted within the transfer case motor assembly. The brake is electronically controlled by the TCCM. The TCCM controls the ground for the brake assembly. The brake is de-energized ( Motor locked) during 2wd, 4 High and 4 Low ranges. When Auto range is selected the brake is energized (Motor unlocked) if the motor requires movement. Typical scan values will read: Command Motor Brake Voltage Feedback 2 WD 7.5 Volts Auto.5 V ** 4 High 7.5 V 4 Low 7.5 V ** The voltage (current flow) for the brake will vary depending on the commanded position. The.5 volts listed in the chart is based on the vehicle being stationary and no wheel slip present. As the clamp load is changed by the TCCM you may see the voltage change also. The brake can cycle in as little as 20 ms from a full locked to a full unlocked position. This action is used to balance the commanded position for the motor with the actual position of the motor so the motor does not need to stay energized 100% of the time in auto range. SG > Page 8 of 10

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15 Technical Bulletin # 1227 Transmission: Subject: Application: Issue Date: 6T70/75 Transfer Drive Bolt Eliminated GM January, T70/75 Transfer Drive Bolt Eliminated Starting with mid 2008 applications bolt number 8 was eliminated from the Transfer Drive Gear Assembly. The torque sequence also changed. The gear should be torqued in the sequence shown. The bolts are angle torqued. The torque spec is 10 Nm (89 lb in) +50 degrees using an angle torque seuence. New # 8 Bolt Eliminated SG> Page 1 of 1

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17 Technical Bulletin # 1228 Transmission: Subject: Application: Issue Date: LE Code Retrieval GMC, Izuzu, NPR, Cheverolet, Tiltmaster January, LE Code Retrieval Isuzu NPR, GMC Tiltmaster, and Chevrolet Cab Forward vehicles with three wire Jump diagnostic connector missing 2000 and up applications have become OBDII compliant on the engine side, but still use manual code retrieval for the transmission. Use the following methods for code retrieval and clearing. Code Retrieval: 1. Turn the ignition key to the ON position without starting the engine. (KOEO) 2. Jump pins 4 and 11 on the OBDII data link connector. (DLC) 3. Read the code pattern using the Check Trans light on the instrument panel. 4. Use the chart provided to find the definition of the code(s). Code Clearing: 1. Turn the ignition key to the ON position without starting the engine. (KOEO) 2. Jump pins 4 and 11 on the OBDII data link connector. (DLC) 3. Move the shifter from Park to Neutral. 4. Press and release the brake pedal. 5. Press the accelerator pedal to wide open throttle (WOT), then release. 6. Make sure that the Check Trans light flashes rapidly for ten seconds. 7. If the Check Trans light does not flash rapidly, repeat procedure. JR> Page 1 of 2

18 Technical Bulletin # 1228 JR > Page 2 of 2

19 Technical Bulletin # 1229 Transmission: Subject: Application: Issue Date: O1M, JR506E, ZF5HP19/ Bind or Erratic Shift Audi, VW January, 2009 O1M, JR506E, ZF5HP19/ Bind or Erratic Shift These conditions may be caused by several internal as well as external issues. Some vehicles may have had a battery go dead or there are engine related operations, codes, or ECM faults. Other concerns maybe related to internal clutches or hydraulic/electrical control problems. Some shifting concerns may also occur right after a repair, overhaul or a replacement transaxle has been installed. Since these transmissions have adaptive strategy, they are very sensitive to engine related controls and sensor problems. Before condemning a unit, a valve body or even solenoid problems, make sure the engine and transmission computers are reset to their base settings. The following procedures are the latest available based on using a factory or comparable VAG scan tool. When using other aftermarket scan tools, use their procedures. 1. Make sure no codes are present in the ECM or TCM. 2. Turn key on, engine off. DO NOT touch accelerator pedal. 3. Select [02-Auto trans] 4. [Base Settings-04] 5. Set the group to On Screen [GO!] 7. Hold accelerator pedal to floor for 3 seconds. 8. On Screen [Done, Go Back] 9. Release pedal. 10. The scan tool will not confirm the base settings are done. 11. Exit out and remove scan tool. A test drive will confirm correct shifting. NOTE: Some vehicles do not use the TCM to perform base settings. On these vehicles use the following. 1. Make sure no codes are present in the ECM or TCM. 2. Turn key on, engine off. DO NOT touch accelerator pedal. 3. Select [01-Engine] 4. [Base Setting-04] 5. Set Group On Screen [GO!] 7. Hold accelerator pedal to floor for 3 seconds. 8. On Screen [Done, Go Back] 9. Release pedal. Exit out and remove scan tool. DS> Page 1 of 1

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21 Technical Bulletin # 1230 Transmission: Subject: Application: Issue Date: AW55-50SN (AF23/33-5, RE5F22A) Bushing Failure GM, Volvo, Nissan January, 2009 AW55-50SN (AF23/33-5, RE5F22A) Bushing Failure One of the more common failures often seen in the AW55-50SN series transaxle is bushing failure. A major contributor to this problem is low lube volume or pressure caused by a worn main regulator valve bore which feeds the secondary regulator valve. Lube and converter pressure originate from the main regulator valve. Wear in the secondary regulator valve bore will have the most affect on low lube pressure. To properly diagnose the cause of the failure follow the test procedures listed. The lube pressure can be checked at the pressure tap located on the rear cover shown in figure 1. Normal lube pressure can be as high as 30 psi. at temperatures below 0 degrees and as low as 5 psi. in drive and 8 psi. in reverse with temperatures at or above 150 degrees. Figure 1 MS> Page 1 of 4

22 Technical Bulletin # 1230 Lube pressure readings that start low and drop lower with heat can be a sign of a worn pressure regulator valve bore, worn bushings or low pump output. Another cause not so easily noticed is wear in area of the main case where the drive gear bearing outer race is splined (see figures 2 & 3). Figure 2 The amount of clearance between the outer race and the case for a slip fit is only a few thousands and allows for a certain amount of movement. The difference of the heat expansion rate between the aluminum case and steel outer race can increase the amount movement as much as.005 or more. Figure 3 MS > Page 2 of 4

23 Technical Bulletin # 1230 The additional wear in the case is caused by constant force between the transfer gear assembly and the drive gear pushing away from each other in all ranges (figure 4). Excessive wear will place the entire drive train off center causing the bushings to become side loaded. This side loading affect will cause the planetary bushing to walk out of the bore which can increase the loss of lube and cause drive train failure. Figure 4 MS > Page 3 of 4

24 Technical Bulletin # 1230 The splined outer race is held in by a snap ring and can be easily removed for case wear inspection (figure 5). At this time Omega Machine & Tool has a repair for this problem, which requires machining the case to fit a steel sleeve into the worn area. Figure 5 MS > Page 4 of 4

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