Technical Bulletin Listing 2009

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1 Technical Bulletin Listing 2009 May, 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) February 4X4S/AX4N Codes 628, P0741, or Ratio Codes after Exchange ZF5HP19FLA Intermittent Loss of Reverse 5R55W/S/N Wrong Gear Starts, Slips/Delays/Binds in ML or R 4T65E DTC P1877: TFPS, TCC Release Circuit F4A23/33, W4A Harsh Down shift at Times A246E Check Ball Locations All Transmission Misfires, TCC Surge, Cycles March AF33-5 or MDRA Moan, Growl, Vibration 4L60/65/70E Design Change F4A, FW5A, R/V4 R/V Relearning or Code P Preliminary Information 545RFE Shift Bind Up B7TA Countershaft Speed Sensor Damage 4L60E/4L80E Limp Mode, Instrument Cluster Inop, Solenoid Codes April A4BF2/A4AF Harsh 4-3 Coast or Forced Down Shift A4BF2/A4AF No Forward After Overhaul Torqshift L/R Clutches, Low Sprag, and Planet Update Saturn Oil Specs Factory Oil and Part Numbers 6F TSS, OSS Information and Locations 4L60/65/70E, 4L80E Neutral Safety Switch Replacement May CD4E TCC Slip Code Diagnosis BYBA Possible Erratic Shift, Solenoid/Pressure Switch 4L30E Pump Interchangeability (Four Valve to Two Valve) 4T40/45E Front Seal Leak After Repair ALL GM GM Scan Tool Data Definitions Copyright 2009 ATRA. All Rights Reserved. ATRA > Page 1 of 1

2 Technical Bulletin # 1251 Transmission: Subject: Application: Issue Date: CD4E TCC Slip Code Diagnosis Ford, Mercury and Mazda May 2009 CD4E TCC Slip Code Diagnosis Once the check engine light illuminates, the transmission will be in failsafe, the PCM will command high line pressure, inhibit lock up apply (until the next key cycle), freeze shift adapts and store code 628, P0741, P1741 or P1744 in memory. If codes are erratic check Turbine Speed Sensor (TSS) function during TCC apply. If the later design (white) turbine speed sensors, is used in place of an early design (black) sensor, will cause erratic converter slip codes and may be difficult to reset if cleared. Diagnosing torque converter slip codes with the use of Cooler Flow and Torque Converter Turbine pressure information. With the aid of a flow meter, digital graphing meter and pressure gauge, cooler flow diagnosis will help pin point problem areas that cause TCC slip codes. During the road test the flow meter (attached to the return cooler line) will determine the flow volume in gallons per minute (GPM), the graphing meter will display this measurement in hertz (Hz) and a graphing display. Use the information shown in the flow chart (figure 1) to determine normal cooler flow. The graphing display in figure 2 shows the normal change in cooler flow in extreme cold situations. Step One: verify that the transmission has the correct base line pressure and the proper line rise response to throttle opening. Stall pressure although important is not the main concern, more important is how well the needle on the gauge responds with the travel of the accelerator pedal. With selector in drive the gauge needle and the accelerator pedal should react as if attached to each other. Figure 3 identifies the line pressure tap along with a pressure specification chart. Step Two: connect the pressure gauge to the CT tap (figure 4) and drive the vehicle. CT is Converter Turbine pressure which enters at the turbine end of stator. CI is Converter Impeller pressure as it leaves at the impeller. CT and CI pressure are affected as the converter bypass valve strokes, and are always present. Use the chart in figure 4 to determine the correct pressure and flow (GPM) in comparison to vehicle speed before and during lockup apply. CT pressure should rise quickly during TCC apply. A slow or quick drop in pressure after TCC apply (15 psi. or more) may be caused by an internal converter leak or a cracked converter clutch piston. Low Cooler Flow: bypass the radiator and/or external cooler and retest, if flow increases the internal radiator cooler and/or external cooler is restricted. Repair or replace as needed. All external coolers should be replaced after a transmission overhaul due to the debris that cannot be cleared by flushing. Low CT Pressure: valve body wear (primarily the Bypass Clutch Control valve and bore), worn pump, damaged pump gasket, cracked converter clutch piston or worn transmission bushings. Repair or replace as needed. Several aftermarket valve body repairs are available. High CT Pressure: check the Pressure Regulator valve and bore, TCC control circuits or restricted cooler. Repair or replace as needed. Copyright 2009 ATRA. All Rights Reserved. Page 1 of 7

3 Technical Bulletin # 1251 Wet Air Test: with the valve body removed, apply air to the CT circuit (figure 5) while blocking the CI orifice this will identify any internal cross leaks that will cause low TCC apply pressure. Stall Test: Using a shift control devise (TranX, SuperFlow etc.) connected to the transmission case connector with the unit cooled, and a additional solenoid block connected to the computer harness to prevent solenoid codes. Command line pressure to the base idle setting shown in figure 3. Now command 3rd gear (both SS1 & SS2 off) with selector in Drive engine idle at 750 RPM. Disconnecting the harness to command 3rd gear instead of using a shift controller will not allow line pressure control. Command TCC apply for approximately two second, any longer test time may cause torque converter clutch piston over-load or solenoid failure. The engine should near stall on 4 cylinder vehicles or only stumble on 6 cylinder engines immediately during apply indicating that the converter is fine. No or little RPM drop indicates a failed converter, and may also produce a rattling noise during the test. Always verify that there are no TCC solenoid or CT pressure problems before replacing the converter. Road Test with Shift Controller: While road testing the vehicle at light acceleration with the transmission at operating temperature, command TCC apply in 3rd gear. There should be a sharp drop in RPM during TCC apply along with engine braking during coast down. Coming to a stop with brake pedal held and 3rd gear still commanded vehicle should stumble or near stall depending on engine size. Converter Bench Test: Testing the converter on the bench for Turbine Hub wear. Insert a Turbine Shaft into the converter turbine hub raising slightly to prevent blocking the end of the shaft against the converter cover. Pour ATF (figure 7) into the shaft at the bushing end. If the turbine hub is in good condition, oil should drain out of the shaft as fast as it is poured. This test will work with or without a pre-filled converter. If the slots on the turbine hub are worn the oil will fill the shaft and take several seconds to drain depending on the amount of wear. The slots on a turbine hub in good condition should measure between to as shown in figure 8. Use the 90 degree angle of a scribe with a tip diameter measuring to to verify turbine slot depth. Insert the scribe into the converter as shown in figure 8. A worn turbine hub will not allow the scribe tip to slide under the hub. While the scribe is inserted under the hub lift the hub up to verify converter end play. The total end play should not exceed Excessive turbine hub wear will restrict converter release oil causing the engine stumble at idle upon transmission engagement and/or set TCC codes. Note: Excessive transmission bushing wear along with pump surface problems such as warped pump halves, pump plate or excessive pump gear wear will also affect converter pressure. Special thanks to Sonnax for the technical information provided. Copyright 2009 ATRA. All Rights Reserved. Page 2 of 7

4 Technical Bulletin # 1251 CD4E Normal GPM/Hz 2.6/ / / / / / / / / / /83 0.4/56 0.0/0 TCC Off TCC Apply Full Apply PWM duty cycle wave during TCC apply. Figure 1 CD4E Normal GPM/Hz 2.6/ / / / / / / / / / /83 0.4/56 0.0/0 Drive Warm Drive Cold (0 F) Takes 15 minutes to go from 6.0 Hz to 12 Hz at 8 degrees F. Figure 2 Copyright 2009 ATRA. All Rights Reserved. Page 3 of 7

5 Technical Bulletin # 1251 Line Pressure Line Pressure Specifications Line Pressure Idle Stall Gear KPA PSI KPA PSI Park / Neutral Reverse Drive nd st Figure 3 Copyright 2009 ATRA. All Rights Reserved. Page 4 of 7

6 Technical Bulletin # 1251 Differential Lube Front Lube Converter Turbine (CT) Converter Impeller (CI) TEST CONDITION Line PSI CT PSI Front Lube PSI Cooler Flow GPM Good Poor Good Poor Good Poor Good Poor Park (High Idle) CD4E Pressure & Flow Specifications < < < <.2 Drive (Idle Cool) D - (Idle Hot) D - (WOT Stall) D - (Connector Off) < 40 > < < < < 40 > < < < > < < <. 8 < 200 > > D - (40-55 mph, TCC Off) Stable, varies w/torque & EPC Drops off or erratic > < 1.0 D - (40-55 mph, TCC On) Stable, varies w/torque & EPC Drops, cycles or erratic < no TC Reverse (Idle Hot) (Stall) < /- < 45 > < <.4 < = Less Than > = Greater Than Figure 4 Copyright 2009 ATRA. All Rights Reserved. Page 5 of 7

7 Technical Bulletin # 1251 Converter Clutch Bypass Apply Air Block Differential Lube Front Lube Converter Turbine Converter Impeller To Cooler Reverse Clutch Forward Clutch Direct Clutch Coast Clutch Low/Reverse Clutch Servo Release Servo Apply Figure 5 Copyright 2009 ATRA. All Rights Reserved. Page 6 of 7

solenoids and the pressure switches into the transmission case it is very important they are installed in the proper location.

9 Technical Bulletin # 1252 Transmission: Subject: Application: Issue Date: BYBA Possible Erratic Shifts, Solenoid/Pressure Switch Installation Honda Odyssey May, 2009 BYBA Possible Erratic Shifts, Solenoid/Pressure Switch Installation When installing the solenoids and the pressure switches into the transmission case it is very important they are installed in the proper location. Refer to the following illustrations for proper solenoid and pressure switch location by connector color. Copyright 2009 ATRA. All Rights Reserved. JR> Page 1 of 2

Technical Bulletin # 1253 Transmission: Subject: Application: Issue Date: 4L30E Pump Interchangeability (Four Valve to Two Valve) GM, Honda May, 2009 4L30E Pump Interchangeability (Four Valve to Two

11 Technical Bulletin # 1253 Transmission: Subject: Application: Issue Date: 4L30E Pump Interchangeability (Four Valve to Two Valve) GM, Honda May, L30E Pump Interchangeability (Four Valve to Two Valve) If a 4 valve PWM (pulse width modulated) type pump (figure 1) used with the EC3 system is not available, your only other alternative would be to modify the transmission with an On/Off type 2 valve pump (figure 2). This procedure must be followed exactly as explained to prevent complaints of TCC moan, vibration or shudder especially under load conditions. itions. PWM/EC3 As A Complete Assembly With Bellhousing & Pump Plate On/Off As A Complete Assembly With Bellhousing & Pump Plate ATRA. All Rights R Copyright 2009 ATRA. All Rights Reserved. MS> Page 1 of 5

Technical Bulletin # 1253 Along with the bell housing and pump plate the Input shaft with the check ball capsule shown in figure 3 must also be used when changing to the on/off type 2 valve pump.

12 Technical Bulletin # 1253 Along with the bell housing and pump plate the Input shaft with the check ball capsule shown in figure 3 must also be used when changing to the on/off type 2 valve pump. If the incorrect input shaft is used the lock up apply will be very aggressive. Note: Check ball capsule is available from after market suppliers and can be installed in the PWM Shaft Figure 3 MS > Page 2 of 5 Copyright 2009 ATRA. All Rights Reserved.

Technical Bulletin # 1253 If the Isuzu type PWM lock up solenoid (figure 4) is being used there will be no problem making this modification.

Due to the amount of Hz it takes to control the 4L80E solenoid flow rate to stroke the lockup control valve.

The complaint is more noticeably during lockup apply between 3rd and 4th gear. General rule would be to always use the original lighter Lockup Control valve spring.

13 Technical Bulletin # 1253 If the Isuzu type PWM lock up solenoid (figure 4) is being used there will be no problem making this modification. When using a 4L80E PWM solenoid in place of the Isuzu solenoid, the original lighter Lockup Control valve spring will also have to be installed (figure 5). Due to the amount of Hz it takes to control the 4L80E solenoid flow rate to stroke the lockup control valve. Failure to install the original spring may cause TCC to cycle or surge during lockup apply. The complaint is more noticeably during lockup apply between 3rd and 4th gear. General rule would be to always use the original lighter Lockup Control valve spring. Lockup Control valve spring. Lockup Solenoids Isuzu 4L80E Lockup Solenoids Figure 4 General rule would be to always use the original lighter Lockup Control valve spring. Discard original spring & install the lighter spring from the four valve pump. Figure 5 MS > Page 3 of 5 Copyright 2009 ATRA. All Rights Reserved.

14 Technical Bulletin # 1253 When this modification is made a Non PWM Paper type torque converter must be installed. A moan, vibration and/or shudder under load conditions may occur if the PWM Woven Carbon Fiber torque converter is used. The customer should be notified that with this modification the lock up apply will be more noticeable than the previous PWM system but not harsh. The apply will feel similar to the earlier Non PWM lock up apply. MS > Page 4 of 4 Copyright 2009 ATRA. All Rights Reserved.

Technical Bulletin # 1254 Transmission: Subject: Application: Issue Date: 4T40/45E Front Seal Leak After Repair Saturn May, 2009 4T40/45E Front Seal Leak After Repair A severe front seal leak after

Both 4T45E converter applications look the same with the hub facing up side by side (figure 1).

15 Technical Bulletin # 1254 Transmission: Subject: Application: Issue Date: 4T40/45E Front Seal Leak After Repair Saturn May, T40/45E Front Seal Leak After Repair A severe front seal leak after a repair on 2000 & up Saturn models with the 4T40/45E transaxle may be caused by an incorrect converter application installed. Both 4T45E converter applications look the same with the hub facing up side by side (figure 1). The correct 4T40/45E torque converter for the Saturn vehicles requires thicker bolt pads and a longer pilot Figure 2). Using the wrong converter will not extend the hub far enough into the front seal allowing oil to leak into the converter housing. Install the correct converter with thicker pads and longer pilot. Copyright 2009 ATRA. All Rights Reserved. MS> Page 1 of 1

17 Technical Bulletin # 1255 Transmission: Subject: Application: Issue Date: ALL General Motors Scan Tool Definitions GM May, 2009 General Motors Scan Tool Data Definitions Copyright 2009 ATRA. All Rights Reserved. ATRA> Page 1 of 8

Technical Bulletin # 1251

Technical Bulletin # 1251 Transmission: Subject: Application: Issue Date: CD4E TCC Slip Code Diagnosis Ford, Mercury and Mazda May 2009 CD4E TCC Slip Code Diagnosis Once the check engine light illuminates, the transmission will