+ All Categories
Home > Documents > Tech Only 2009 Atra Powertrain Expo

Tech Only 2009 Atra Powertrain Expo

Date post: 26-Dec-2015
Category:
Upload: tejonmx
View: 504 times
Download: 24 times
Share this document with a friend
Popular Tags:
1239
Thursday, October 29 4:00 am -- 8:00 pm Attendee Registration 6:00 am -- 8:00 pm Management Seminars Technical Seminars Friday, October 30 7:30 am -- 12:30pm Attendee Registration 7:30 am -- 8:30 am ATRA Member Meeting 8:00 am -- 7:00 pm Technical Seminars 9:00 am -- 5:00 pm Management Seminars Saturday, October 31 6:00 am 6th Annual Red Girdley Memorial Golf Tournament 7:00 am -- 10:00 am Chapter President’s Meeting 7:30 am -- 12:30 pm Attendee Registration 8:00 am -- 6:00 pm Technical Seminars 8:00 am -- 5:00 pm Management Seminars 6:00 pm Cocktail Reception Sunday, November 1 8:00 am -- 12:00 pm Testing & Certification 9:00 am -- 10:00 am ATRA Power Breakfast 10:00 am -- 1:00 pm Attendee Registration 3:00 pm -- 5:00 pm 10:00 am -- 5:00 pm Trade Show Floor Open 11:00 am Your Shop’s Operations Manual 4:00 pm -- 5:00 pm ATRA Longtimers’ Meeting Monday, November 2 9:00 am -- 12:00 pm Attendee Registration 9:00 am -- 2:00 pm Trade Show Floor Open Welcome to ATRA’s Powertain Expo
Transcript
Page 1: Tech Only 2009 Atra Powertrain Expo

Thursday, October 294:00 am -- 8:00 pm Attendee Registration6:00 am -- 8:00 pm Management Seminars Technical Seminars

Friday, October 307:30 am -- 12:30pm Attendee Registration7:30 am -- 8:30 am ATRA Member Meeting8:00 am -- 7:00 pm Technical Seminars9:00 am -- 5:00 pm Management Seminars

Saturday, October 316:00 am 6th Annual Red Girdley Memorial Golf Tournament

7:00 am -- 10:00 am Chapter President’s Meeting7:30 am -- 12:30 pm Attendee Registration8:00 am -- 6:00 pm Technical Seminars8:00 am -- 5:00 pm Management Seminars

6:00 pm Cocktail Reception

Sunday, November 18:00 am -- 12:00 pm Testing & Certification9:00 am -- 10:00 am ATRA Power Breakfast10:00 am -- 1:00 pm Attendee Registration3:00 pm -- 5:00 pm10:00 am -- 5:00 pm Trade Show Floor Open11:00 am Your Shop’s Operations Manual4:00 pm -- 5:00 pm ATRA Longtimers’ Meeting

Monday, November 29:00 am -- 12:00 pm Attendee Registration9:00 am -- 2:00 pm Trade Show Floor Open

Welcome to ATRA’s Powertain Expo

Page 2: Tech Only 2009 Atra Powertrain Expo

© 2009 ATRA, All Rights Reserved

Table of Contents

Thursday:What’s Working ................................................................. 1

Friday:Blueprint for Success ......................................................83

(Handout materials provided separately at the event)

Building a Winning Team ............................................... 85From Consumer to Customer ......................................... 99

Saturday:Street Fighter Marketing ...............................................109The Essentials of Selling ............................................... 129Shifting Gears and Changing Lanes -

Putting Your Ideas to Work ................................................... 157Round Table Discussion ................................................ 177

What’s Working

TM

Page 3: Tech Only 2009 Atra Powertrain Expo
Page 4: Tech Only 2009 Atra Powertrain Expo

1

What’s Working

© 2009 ATRA, All Rights Reserved

IntroductionIntroduction

By Dennis Madden& Rodger Bland

The What’s Working study has shown that businesses, whosepurpose is centered on customer satisfaction, or their needs,have a higher success metric than those businesses whosepurpose is centered primarily on profits.There’s one reason customers seek out businesses forproducts or services; they have a need. When it comes toauto repair, their need may have nothing to do with therepair, per se, but more to do with the inconvenience thebroken car causes (i.e. getting the kids to school, getting towork etc). Regardless of the reason for this need it’s still aneed. And they look to businesses for a solution.

Page 5: Tech Only 2009 Atra Powertrain Expo

2

What’s Working

© 2009 ATRA, All Rights Reserved

Introduction

Need Do

Gap

Since the original study of 2006 ATRA has used the term SuccessMetric as a way to track business success. It allows ATRA to “tag”business activities and analyze them based on the success of thebusiness. Through this method we’ve been able to follow trendsand contrast activities that result in success with those that havelittle positive impact; or even influence failure.

The Success Metric is a score based on the sum of the followingself-assessment questions:

Rate Your Shop’s Business from 0-10 10 – We’re booked weeks ahead.

8 – We’re booked several days ahead.6 – We’re usually busy.4 – We have some slow days.2 – We have more slow days than busy ones.0 – It’s completely dead.

Rate Your Shop’s Cash Flow from 0-10 10 – We’re making tons of money.

8 – We’re doing really well.6 – We’re making a buck4 – We’re paying our bills.2 – I’ve had to dip into my savings.0 – I’m losing my shirt.

If a business doesn’t fully meet the needs of the customer then wewant to think of it as having a “Gap”. We’ll refer to it as the Need –Do gap.

Page 6: Tech Only 2009 Atra Powertrain Expo

3

What’s Working

© 2009 ATRA, All Rights Reserved

Introduction

Need

Gap

Do

01214 10 8 6 218 16

Success Metric20

The quality of the service we provide to our customers is governedby how well we “Do” what it is that the customer “Needs”. We canapply the Success Metric to the Need-Do idea to help understandthe concept. Those shops that are better at meeting thecustomers needs have a smaller Need-Do gap and score a higherSuccess Metric. As a business moves further from meeting theneeds of the customer their success metric gets smaller.Businesses that fail to meet the needs of their customers wind upwith an increasing “Gap” and lower Success Metric.

But before we can meet the needs of the customer we must firstdiscover what they are. Unfortunately, we often assume what it isthat the customer needs and consequently do not provide thecustomer with the quality or type of service they desire. In manycases, the customer’s needs have nothing to do with rebuilding atransmission; even though rebuilding their transmission may be agreat solution for fixing their car.

To do this we’ll first look at the results from ATRA’s recent surveyof 1000 consumers. Based on their answers we’ll have a betteridea of their buying habits and opinions as they relate toautomotive repair. We’ll use this information to establish the“Need”.

From there, we’ll look at the results from ATRA’s industry study.We’ll look at the activities of successful shop owners and contrastthose with the activities that show lesser success. This’ll helpestablish the “Do”. During the remainder of the weekend we’ll lookat specific methods you’ve learned from the study and apply themto your business.

Page 7: Tech Only 2009 Atra Powertrain Expo
Page 8: Tech Only 2009 Atra Powertrain Expo

5© 2009 ATRA, All Rights Reserved

What’s WorkingAnalyzing the Charts

Page 9: Tech Only 2009 Atra Powertrain Expo

6

What’s Working

© 2009 ATRA, All Rights Reserved

54321

50

40

30

20

10

0

Pe

rce

nt

Histogram of Normal Data

There are two main forms of data: Continuous and discrete.Continuous data is a simple number that does not fit a defined scale.For example: if you were to track the change in the pockets of arandom group of people you might find something like this: $1.23,$0.15, $1.61, $0.76, $0.98, etc. Or, you might measure the height offive people and get something like this: 5ft11in, 6ft 2in, 5ft 3in, 4ft11in and 5ft 7 in.

Discrete data uses predefined categories or scales. For example, if youflip a coin you have two possible outcomes; heads or tails. Flip a coin100 times and you might have 54 heads and 46 tails as the outcome.You also see discrete data used in surveys where the participants ranka product or service with a 1-5 rating. You simply count the number ofoccurrences for each rating and put them in their proper bin. You canthen use this data to form a chart or graph. For example, here’s achart that shows the results of a 100-question survey, with thequestions ranking from 1-5.

As you might expect, the majority of the respondents gave most of thequestions and average (3) score. Some questions ranked an off-average score (2 or 4), while a very few rank a poor or excellent score(1 or 5).

Analyzing the Charts

Page 10: Tech Only 2009 Atra Powertrain Expo

7© 2009 ATRA, All Rights Reserved

What’s Working

54321

50

40

30

20

10

0

Pe

rce

nt

Mean 2.99

StDev 0.8348

N 100

Histogram of a Normal Distribution ofData

We can take this data and gather some statistics from it. Usingstatistical software we can generate a distribution curve and analyzethe results. Through this process we learn that the data has a mean(average) of 2.99 with a standard deviation of 0.8348. The chart alsoshows the number of entries in the sample (100), represented by “N”.This information establishes the shape and position of thedistribution curve.

Analyzing the Charts

Page 11: Tech Only 2009 Atra Powertrain Expo

8

What’s Working

© 2009 ATRA, All Rights Reserved

54321

50

40

30

20

10

0

Pe

rce

nt

Mean 2.99

StDev 0.8348

N 100

Histogram of a Normal Distribution ofData

The average, or mean, is commonly-understood and is used in justabout every reporting program. Standard deviation (StDev),however, is more complicated, but in many ways is far morevaluable. Our example chart has a standard deviation of 0.8348.This means that one StDev to the right of the mean is 3.82 (2.99 +0.83). Two StDevs to the right of the mean is 4.66 (2.99 + 0.83 +0.83). Use the same method for three StDevs, and the sameprocedure to the left of the mean. If you mark three StDevs to theright and left of the mean you’ll divide the graph into sections.

Analyzing the Charts

Page 12: Tech Only 2009 Atra Powertrain Expo

9© 2009 ATRA, All Rights Reserved

What’s Working

54321

50

40

30

20

10

0

Pe

rce

nt

Mean 2.99

StDev 0.8348

N 100

Histogram of a Normal Distribution ofData

Now let’s see how the standard deviation works. One StDev form themean equals 34.1% of data represented by the curve. The secondStDev equals 13.6% of the data and the third StDev equals 2.15% ofthe data. This holds true for both the right and left side of the mean.Using these percentages we begin to get a better picture of the data.

34.1% 34.1%13.6% 13.6% 2.15%2.15%

Now we see that 68.2% (34.1% + 34.1%) of the respondents fallbetween 2.16 and 3.82. 95.4% fall between 1.32 and 4.66. This maynot have much significance here but you’ll see the value in it laterwhen we discuss the results of the studies.

Analyzing the Charts

Page 13: Tech Only 2009 Atra Powertrain Expo

10

What’s Working

© 2009 ATRA, All Rights Reserved

54321

60

50

40

30

20

10

0

Pe

rce

nt

Mean 3.81

StDev 0.8492

N 100

Histogram of Shifted Data

The distribution doesn’t always follow the same pattern. Sometimes it may shift to the left or right. Based on the information here,68.2% of the respondents fell within 2.96 and 4.66.

The data can also form a wider distribution, as the data becomesmore spread out. Here we have a mean of 2.98 but there’s now aStDev of 1.206. Now, 68.2% of the data falls between 1.77 and4.19. Hopefully you’re beginning to see the value in the standarddeviation as it relates to analyzing data.

54321

35

30

25

20

15

10

5

0

Pe

rce

nt

Mean 2.98

StDev 1.206

N 100

Normal

Histogram of a Wide Distribution of Data

Analyzing the Charts

Page 14: Tech Only 2009 Atra Powertrain Expo

11© 2009 ATRA, All Rights Reserved

What’s WorkingAnalyzing the Charts

These charts are the basis of this report. Understanding themwill help you interpret the data and allow you to use the data as youdevelop your marketing plan. Here’s a sample of data from threeactivities; A, B and C. Each one has 100 samples, represented by“N”. These could represent an advertising medium like TV or radio,or it can be the size of a shop or any item you want to see that mighthave a correlation to business success.

Here, activity A has an average (mean) Success Metric (SM) of7.65 with a standard deviation of 4.147. Activity B has an averageSM of 13.35 with the same StDev. This would tell us that businessesinvolved in activity B have a higher average SM than those involvedin activity A. Notice now, that business involved in activity C have thesame average SM, 13.35 but their StDev is higher; 6.536. This wouldtell us that there are a greater number of low and high successmetrics reported in the SM average. It indicates that there’s probablysome other activity responsible for the 13.35 average success metric;it just happens that the business in this mix are involved in activity Cbut this activity doesn’t have much of an impact.

From this chart, activity B shows to have the best positivecorrelation to improving your SM. It’s an activity you’ll want to ex-plore and consider using.

2824201612840

20

15

10

5

0

Success Metric

Pe

rce

nt

7.65 4.147 100

13.35 4.147 100

13.35 6.536 100

Mean StDev N

Activity A

Activity B

Activity C

Variable

Histogram of SM of Activity A, B and C

Activity B is the best choice for

consideration.

Page 15: Tech Only 2009 Atra Powertrain Expo
Page 16: Tech Only 2009 Atra Powertrain Expo

13

What’s Working Industry Study

© 2009 ATRA, All Rights Reserved

The transmission-rebuilding industry has gone throughperiods of growth and decline, beginning around 1945; whenautomatic transmissions became popular. The people work-ing on automatic transmissions during those days werepioneers; working in uncharted territory. These early transmis-sions were complicated and not always so easy to fix; or makework properly.

During the 1960s through the mid ‘70s automatic trans-missions became even more popular… and reliable. Partswere easier to get, and fixing the transmissions of the day wasrelatively easy. Here we saw an explosion of transmissionrebuild shops.

The mid-80s through the 1990s brought a period wherethe number of shops remained fairly steady. Those shops thatwere unable to compete went by the wayside while those thathad developed their business skills were thriving.

Page 17: Tech Only 2009 Atra Powertrain Expo

14

What’s Working Industry Study

© 2009 ATRA, All Rights Reserved

0

2000

4000

6000

8000

10000

12000

14000

16000

1945 1965 1985 2005

Trans Shops

Around the turn of the century (mid to late ‘90s), businessbecame increasingly more difficult, as consumers had more op-tions for their transmission-repair needs. The proliferation of remancompanies brought non-transmission rebuilders into the market.Many transmission shops closed during this period.

2010*

* Projected: 2009 Barnes Report. C. Barnes & Company

Page 18: Tech Only 2009 Atra Powertrain Expo

15

What’s Working Industry Study

© 2009 ATRA, All Rights Reserved

Introduction Growth Mature Decline

Pro

du

ct

Sa

les

These four periods can be characterized by the “Product LifeCycle”. The product life cycle represents the four periods of productgrowth: Introduction, Growth, Maturity and Decline. Virtually allproducts and services go through these four periods. During thedecline period of the life cycle businesses must work to “reinvent”their product or service, or replace it with something else that meetsthe needs of their customers. In the What’s Working program werefer to this as “Finding your Blue Crystals”.

Product Life Cycle

Page 19: Tech Only 2009 Atra Powertrain Expo

16

What’s Working Industry Study

© 2009 ATRA, All Rights Reserved

GenerationsGen I The pioneers of our industry were mechanics by trade. Most foundthemselves working in auto dealerships or general repair shopsshortly after World War II. They were the first specialist in the autorepair industry focusing their attention and early training on arelatively new component to the automobile- the automatic trans-mission. As consumer demand for automatic transmissions in-creased some of these enterprising mechanics ventured out fromthe friendly confines of the dealerships and general repair shopsthey were working in to start their own businesses.

The first shop owners in our industry were craftsmen with a vision.Still, their main focus was on their capabilities in repairing thetransmissions of the era. Because of this unique ability, customerswould seek their services and rely on their expertise to solve theirtransportation problems. In the early days of our industry customersusually had very little choice in who could fix their cars when itcame to such a specialized component.

As more and more independent transmission shops beganto emerge competition for customers seeking their services startedto become more and more difficult. By the late 1960s the industrybegan to see better and more sophisticated supply chains develop.This helped pave the way for an increase in the number of indepen-dently owned transmission shops that starting springing up allacross the country. In 1968, a national franchise was introduced tothe marketplace. With an increase of shops, customers now hadchoices on where to take the cars for automatic transmissionservice and repair – and this created another generation of shopowners in our industry.

Page 20: Tech Only 2009 Atra Powertrain Expo

17

What’s Working Industry Study

© 2009 ATRA, All Rights Reserved

Gen IIRapid growth in our industry continued for most of the 70s and intothe early 80s. With this sudden increase of transmission shops, shopowners of generation II were forced to deal with competition fromevery other shop that sprouted from the growth period. This compe-tition led to low profitability. The challenge during Generation II wasmaking a profit; but the work was there.

Generation II shop owners had to make the transition from thatof a technician to an entrepreneur. Fortunately for these shopowners there was help available through individuals and companiesoffering sales and business training. Sales trainers of this era wereinstrumental in helping generation II shop owners to start looking attheir shops like a business, and most importantly, how to get theprice they needed for the work they were doing. Shop owners thatmade the transition found huge profits in the transmission-repairindustry. This period for many, is characterized as “The good ‘oldays.”

Page 21: Tech Only 2009 Atra Powertrain Expo

18

What’s Working Industry Study

© 2009 ATRA, All Rights Reserved

Gen IIIDuring the mid 90s through today our industry has entered a thirdphase or generation. Some industry analysts have dubbed thisphase as our industry entering the “mature” stage. One key indica-tion of a mature market is when the industry’s suppliers begin toconsolidate their numbers. Fewer shops present a smaller marketshare, and future profitability for the existing companies involved inthe supply chain. Our industry began some serious consolidationbeginning in the mid 90s and has continued through today.A mature market or industry does not mean a dying industry. Infact, just the opposite is true. Economist tell us that the largestpotential for sustained profits come from the “mature” market orindustry.

Does that surprise you? Has any industry “expert” considered thefact that we have new competition every day, as more and moregeneral repair shops begin to install reman transmissions-the sameshops that used to be our wholesale accounts. What about lifetimepowertrain warranties from some of the auto manufactures. Hasanyone considered the fact that transmissions are lasting a lotlonger than ever before – some beyond the serviceable life of thecar? And all this is occurring as we watch the technology curvebecome steeper and steeper each day.

Welcome to generation III the most volatile and exciting time wehave ever dreamed of in the automatic transmission repair industry!It’s true that more competition, longer warranties and increasedtechnology are huge threats facing the Gen III shop owner today,but it’s also true that growth and sustained profit is not only pos-sible, but occurring everyday in shops just like yours all across thecountry!

Page 22: Tech Only 2009 Atra Powertrain Expo

19

What’s Working Industry Study

© 2009 ATRA, All Rights Reserved

It’s true that greater sustained profit comes from mature markets,but there is a catch. And the catch is: You better be prepared tobring your ‘A’ game to this party. Unlike in our growth stage whencustomers were fairly plentiful and parts cost to gross sales wasnominal at best, today’s Gen III shop owners need to possess keyinsight into every aspect of their businesses. There is simply noroom left for error in a mature market. Unfortunately, taking Gen IIbusiness practices into this market will leave many headed down arocky path of frustration and ultimate failure.If that sounds a bit harsh to you – it was supposed to. There issimply too much at stake to understate what is needed to be suc-cessful in our industry today.Generation III shop owners have taken the focus away from theproduct and redirected it towards their customers. They havetransformed themselves from transmission rebuilders to transporta-tion problem solvers.

As a recap, the three generations are:

· Generation I: The focus was on fixing the transmission

· Generation II: We learned to sell our work at a profit;proper pricing was the focus.

· Generation III: Creating a customer; the focus here isunderstanding the needs of the customer.

Gen II Gen IIIGen I

Bu

sin

ess G

row

th

Page 23: Tech Only 2009 Atra Powertrain Expo
Page 24: Tech Only 2009 Atra Powertrain Expo

21© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

The Consumer study was designed to find out the buyinghabits of consumers, as it relates to auto repair. The studywas conducted by Roadmap Market Research. Theinformation regarding the participants is as follows:

Project Parameters• Sample Size

• 1000 respondents nationwide.• Sample Qualifications

• Respondents were catagorized based on gender andage.

• Must own a vehicle (daily driver) that is 4 to 10 yearsold and not covered by the manufacturer’s warranty.

Transmission repair/replacement, or other automotive repair,within the last 12 months was not required. 15 personselected not to share their gender they were omited frommost of the results.Some information relates to income.21 individuals omited that information so some reports arelimited to 979.

Respondent Information

• A total of total respondentsMale, age 35 - 44…….......85Female, age 35 - 44…....187Male, age 45 - 60……......240Female, age 45 - 60…....473

For the purpose of charting we’ll refereto these groups as:Lo-MaleLo-FemaleHi-MaleHi-Female

Who participated

Page 25: Tech Only 2009 Atra Powertrain Expo

22 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Age and gender make up of the consumer respondents

0

50

100

150

200

250

300

350

400

450

500

35-44 Male

35-44 Female45-60 Male

45-60 Female

Lo-MaleLo-FemaleHi-MaleHi-Female

Who participated

This survey was largely responded to by females (72%). Due to thebreakdown based on gender and age we’ll represent most of thedata in percent. This will offer a much better representation ofresponse for each group.

Page 26: Tech Only 2009 Atra Powertrain Expo

23© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Who participated

Car Age

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

1999 2000 2001 2002 2003 2004 2005 2006

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

20062004200220001998

20

15

10

5

0

Year

Pe

rce

nt

2003 2.005 85

2002 1.975 187

2003 2.011 240

2002 1.977 473

Mean StDev N

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Variable

Histogram of Car Age

These charts show the age of the cars driven by the participants.The average, as shown in the bottom chart, is 2003 for maleparticipants and 2002 for female. There’s also a slight variationbased on age. On average the younger male participants are drivingthe newest cars and the older females are driving the oldest cars.

Page 27: Tech Only 2009 Atra Powertrain Expo

24 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

$140,000$120,000$100,000$80,000$60,000$40,000$20,000$0

8

7

6

5

4

3

2

1

0

Dollars

Pe

rce

nt

72866 28109 82

59358 27575 187

65612 30945 237

59804 26215 473

Mean StDev N

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Variable

Histogram of Salary

Who participatedThese charts show the annual salaries of the participants. Onaverage, the youngest male participants reported the highestsalaries, followed by the older males and then followed by thefemale participants of which age did not seem to be a factor.

Annual income

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

Less than $25,000

$25,000 to $49,999

$50,000 to $74,999

$75,000 to $99,000

$100,000 +

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Page 28: Tech Only 2009 Atra Powertrain Expo

25© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

What is the current value of your primary vehicle?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

Less than $2,500

$2,501 to $5,000

$5,001 to $$7,500

$7,501 to $10,000

$10,000 to $15,000

$15,001 to $20,000

Over $20,000

Don't know

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Combined

Who participated

$20,000$16,000$12,000$8,000$4,000$0

9

8

7

6

5

4

3

2

1

0

Dollars

Pe

rce

nt

9668 4946 64

9621 4950 140

9086 4729 204

9650 5297 374

Mean StDev N

Lo-Male

Hi-Male

Lo-Female

Hi-Female

Variable

Histogram ofCar Value

These charts show the reported car values of the participants. Thosethat did not know the value of their car were not included. With theexception of the younger females the average car value wasapproximately $9,600, with younger females reporting an averagevalue of about $9,100.

Page 29: Tech Only 2009 Atra Powertrain Expo

26 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Major Repairs

834

44394837

0

100

200

300

400

500

600

700

800

900

Engine Transmission Suspension Electrical None

We did not require any auto repairs as a requisite for participationsince we wanted to see what impact the economy might have onconsumer spending. As the chart shows, 834 individuals did nothave any auto repairs made on their cars. Some of these did notneed any repairs, while others may have postponed them.

Who participated

Page 30: Tech Only 2009 Atra Powertrain Expo

27© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

The following chart shows people that postponed repairs on theircars within the past 6 months. Based on the yellow bar there was anoverall number of 262 people that postponed auto repairs.Combining the 166 that had reparse made and the 262 thatpostponed repairs we learn that 428 people had cars that neededrepairs and 61.2% of those people postponed them. We also knowthat 26.3 percent of those people postponing repairs are planningon making those repairs within the next 6 months.

Note: The first chart isbased on actual numbers.Since the body ofparticipants varies it showsa misrepresentation basedon percentage. The secondchart shows the resultsbased on percentage.

In the past 6 months have you postponed any automotive repairs?In the next 6 months will you postpone any automotive repairs?

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

80.0%

90.0%

Yes No Yes No

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Affects of the economy

In the past 6 months have you postponed any automotive repairs?In the next 6 months will you postpone any automotive repairs?

0

100

200

300

400

500

600

700

800

900

Yes No Yes No

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Page 31: Tech Only 2009 Atra Powertrain Expo

28 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Repair Facility Selection

Where they took their cars

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

Independent Nat'l Chain Dealership

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

166 people reported having had major repair work done on theirvehicles. We asked where they went for the repairs. Roughly 48%chose an independent repair facility, followed by the dealer at 36%and finally the national chain at 15%.

Page 32: Tech Only 2009 Atra Powertrain Expo

29© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Repair Facility Selection

We asked the group where they go for routine maintenance. Roughly40% go to an independent facility, followed by 30% to the dealer.16% chose the national chain, followed by do-it-yourselfers at 14%.Notice however, that lo-females had an off-average attraction to thedealer, at 32% and lo-males to the national chain at 21%.

Where do you go for regular maintenance?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

45.0%

Independent Nat'l Chain Dealership Do it yourself

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Page 33: Tech Only 2009 Atra Powertrain Expo

30 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

We asked the group where they would go for major repairs they hadto pay for. The majority of do-it-yourselfers migrated to theindependent facility, while the dealership and national chainremained about the same as compared to their selection for routinemaintenance.

Where would you go for major repairs you had to pay for?

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

Independent Nat'l Chain Dealership

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Repair Facility Selection

Page 34: Tech Only 2009 Atra Powertrain Expo

31© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Who do you think does the best work?

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

Independent repair facility

National chain

Dealership

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Repair Facility Selection

We asked the group who they thought did the best work. Onaverage, about half of the respondents chose the independent facilitycompared to about 37% for the dealer and then 14% for the nationalchain. Compared to the average the hi-male and-female groups bothranked above average for the independent and below average for thedealer.

Page 35: Tech Only 2009 Atra Powertrain Expo

32 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Where would you go for transmission repair?

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

General Repair Shop Transmission Shop Dealership

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Repair Facility Selection

When we asked the group where they would go for transmissionrepairs roughly 50% chose a transmission shop. One interestingdisparity from this however were the lo-female group who had adisproportionate choice for the general repair shop, compared tothe average.

Page 36: Tech Only 2009 Atra Powertrain Expo

33© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

How would you go about finding a repair facility? (Select up to 3)

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

Phone Book Internet Call the dealer Ask a friend Go to afamiliar facility

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Repair Facility Selection

We asked how they would go about finding a repair facility. Therespondents could choose up to three methods. Not surprisinglyasking a friend and going to a familiar facility ranked the highest.The other three: phone book, internet and calling the dealer allranked between 12 and 14%. Compared to the average the hi-femalegroup was more inclined to go to a familiar place. The lo-femalegroup chose “Ask a friend” above the average score, whereas themale groups tended to lean toward non-personal methods(compared to the average), most notably searching the internet.

Page 37: Tech Only 2009 Atra Powertrain Expo

34 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Which of these would you do first?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

45.0%

Phone Book Internet Call the dealer Ask a friend Go to afamiliar facility

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

When asked to select their first choice the phone book and internetlost ground (even to “Ask the dealer”). Asking a friend gained themost support, however, compared to the average the hi-male groupstill lagged behind. The lo-female group was also below theaverage for those selecting “Go to a familiar facility”. This maysuggest that many of them may be new to the market.

Repair Facility Selection

Page 38: Tech Only 2009 Atra Powertrain Expo

35© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

When searching the internet, what type of information are you looking for? (choose no more than 4)

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

Phone numberLocation

Hours of operation

Certificates/Credentials

Testimonials

Schedule an appointment online

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Repair Facility Selection

When asked what information they look for when searching theinternet the most common responses were the business location,phone number and hours of operation. This is similar informationpeople would look for in the Yellow Pages.

Page 39: Tech Only 2009 Atra Powertrain Expo

36 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

What are the most important factors when selecting a repair facility for major repairs? (choose no more than 4)

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

Cost

Payment terms

Location/convenience

Turnaround timeWarranty

Courtesy transportation

Reputation of facility

Honesty/professionalism

Customer service

Clean waiting area

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

We asked the group to select the most important factors whenselecting a repair facility. They were able to select up to four items.The top four choices (in order) were: cost, reputation of facility andhonesty/professionalism (which tied) and location/convenience.

Repair Facility Selection

We then asked the participants to rank the selections.Workmanship, price and warranty were the top three (in order).When asked which of these was the single most important item,workmanship outranked price by 3 to 1.

Page 40: Tech Only 2009 Atra Powertrain Expo

37© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Please rank these based on importance?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

Advertisements

Clean shop

Fast repairs

Location/convenience

Payment termsPrice

Quality workmanship

Warranty

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Of these factors, which is the single most important?

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

Advertisements

Clean shop

Fast repairs

Location/convenience

Payment termsPrice

Quality workmansh ip

Warranty

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Repair Facility Selection

Of all the factors,

workmanshipranked as the single

most importantitem.

Page 41: Tech Only 2009 Atra Powertrain Expo

38 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

If the cost and warranty coverage were the same, would you prefer having your transmission:

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

Custom rebuilt

Exchanged/remanufactured

Does not matter

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Their Transmission Preferences

When asked what they preferred (without consideration for theprice) close to half of the respondents said it didn’t matter tothem whether their transmission was custom rebuilt or replacedwith an exchanged/remanufactured unit. The main disparitycompared to the average was both age groups of male respon-dents preferred the exchanged/remanufactured transmission,affecting the “does not matter” response.

Page 42: Tech Only 2009 Atra Powertrain Expo

39© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

What would you expect to pay for a custome-rebuilt transmission?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

Less than $1,000

$1,000 to $1,500

$1,500 to $2,000

$2,000 to $2,500

$2,500 to $3,000

More than $3,000

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

We asked the respondents what they would expect to pay for acustom-rebuilt transmission. The most frequent response was$1,000 to $1,500. The groups that differed to some degree from theaverage within the age and gender groups were: Lo-female whoselected a higher-than-average percentage in the “Less than $1,000group, Hi-females who selected a higher-than-average percentagefor the $1,500 to $2,000 group, and the Lo-male who selected ahigher-than-average percentage for the $2,000 to $2,500 group.

Their Transmission Preferences

Page 43: Tech Only 2009 Atra Powertrain Expo

40 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

What would you expect to pay for a remanufactured transmission including installation?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

45.0%

50.0%

Less than $1,000

$1,000 to $1,500

$1,500 to $2,000

$2,000 to $2,500

$2,500 to $3,000

More than $3,000

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

When asked the same question (regarding price) aboutremanufactured transmissions the overall expectation for pricewas that the remanufactured transmission was less expensive.The younger groups, both male and female significantly shiftedtheir view toward a lesser cost for a remanufactured transmis-sion.

Their Transmission Preferences

Page 44: Tech Only 2009 Atra Powertrain Expo

41© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

How long would you expect a major repair/replacement to take?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

45.0%

50.0%

Same dayOne day

Two days

Three days

Four days

Five or more days

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

We asked the respondents how long they would expect a trans-mission repair/replacement to take. The most common responsewas two days, followed by three. The only inconsistency was theLo-female groups who did not have a stronger position towardanother day, but had a greater range of expectation.

Their Transmission Preferences

Page 45: Tech Only 2009 Atra Powertrain Expo

42 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

543210

40

30

20

10

0

Days

Pe

rce

nt

2.333 1.256 75

2.419 1.320 172

2.215 1.079 228

2.263 1.202 463

Mean StDev N

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Variable

Histogram of Turnaround Time

When viewed as a distribution most respondents show a fairlyconsistent response of two days. There is a slight difference inthat the Hi-males had an expectation of the least time and theLo-female group allowed for a slightly longer time.

Their Transmission Preferences

Page 46: Tech Only 2009 Atra Powertrain Expo

43© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

What type of warranty coverage would you expect to receive on a transmission rebuild?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

12 months

24 months

36 months

48 months

60 monthsLifetime

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Their Transmission Preferences

We asked the group what warranty term they would expect toreceive on a rebuilt transmission. The most common response was36 months, followed by 24 months. There were disparities fromthe average for several groups but it shows more of an inconsis-tency within the groups rather than any trends.

Page 47: Tech Only 2009 Atra Powertrain Expo

44 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

When asked if they would pay more for a longer warranty themost common response was no at 62.3% compared to 37.7% forthose who said they would pay for a longer warranty. However,the study showed that the younger group, both male and femalehad a higher preference to pay for a longer warranty comparedto the average.When asked if a Nation-wide warranty was important to them;55.9% yes it was, compared to 44.1% who said it wasn’t importantto them. The responses within the groups were consistent withthe average with, perhaps a slight preference for a Nation-widewarranty for the Hi-male group.

Would you pay more for longer warranty coverage?Is a Nation-wide warranty important to you?

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

Yes No Yes No

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

Their Transmission Preferences

Page 48: Tech Only 2009 Atra Powertrain Expo

45© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

How long would you expect your rebuilt transmission to last?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

At least 30,000mi

At least 50,000mi

At least 100,000mi

Life of the car

As long or longer than the original

Lo-MaleLo-FemaleHi-MaleHi-FemaleCombined

The opinion of life expectancy of a rebuilt transmission varied widelyamong the participants, with 50,000 and 100,000 miles virtually tiedat 26.2 and 26.6% respectively. This followed by “As long or longerthan the original” at 21.5%, “Life of the car” at 19% and 30,000 milesat 6.8%. This data doesn’t lend itself to the use of the StandardDeviation for analysis but more in-depth analysis showed that the Hi-female group had a slightly higher life expectancy for a rebuilttransmission.

Their Transmission Preferences

Page 49: Tech Only 2009 Atra Powertrain Expo

46 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

What is the maximum amount you would spend on a majorrepair before deciding to replace that vehicle?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

Less than $1,000

$1,000 to $1,500

$1,500 to $2,000

$2,000 to $2,500

$2,500 to $3,000

$3,000 to $4,000

More than $4,000

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Combined

Their Transmission PreferencesWe asked the maximum they would spend on a major repair beforedeciding to replace their car. $1,500 to $2,000 was the mostcommon response at 22.7%, followed by $2,000 to $2,500 at20.2%. Overall the male group was willing to spend more than thefemale group. When you place the overall data into a distributionyou see that 2/3rds of the respondents would spend between$1,560 and $3,400

67% would pay between$1560 - $3400

Page 50: Tech Only 2009 Atra Powertrain Expo

47© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

150.0%120.0%90.0%60.0%30.0%-0.0%

25

20

15

10

5

0

Repair Cost as a Percentage of Car Value

Pe

rce

nt

0.2973 0.1704 64

0.2989 0.2259 140

0.3357 0.2197 204

0.3095 0.2246 374

Mean StDev N

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Variable

Histogram of Repair Cost vs car value

What is the current value of your primary vehicle?

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

Less than $2,500

$5,001 to $$7,500

$10,000 to $15,000

Over $20,000

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Combined

67% have a car valued at

between $5200 and$15,500

The amount a person spends becomes more relevant when takinginto consideration the value of their car. The following chart showsthe reported car values of the respondents. As a percentage of carvalue the respondents were very close, roughly 30% of theirperceived car value. The Hi-male group was slightly higher at 33.5%of their car value, overall.

Page 51: Tech Only 2009 Atra Powertrain Expo

48 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

In the past 6 months have you postponed any m ajor purchases?In the next 6 months w ill you postpone any m ajor purchases?

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

Yes No Yes No

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Combined

In the past 6 months have you postponed any automotive repairs?In the next 6 months will you postpone any automotive repairs?

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

80.0%

90.0%

Yes No Yes No

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Combined

Earlier we looked at whether the economy had played a role inpeople’s decisions to postpone auto repairs. We discovered thatroughly 62% of the people with car trouble had postponed repairswithin the past 6 month. We also wanted to know how auto repairranked compared to other major purchases. On average, 41.7% ofthe respondents postponed other major purchases. Since we don’tknow what percentage of these purchases were needed purchaseslike auto repair, and what percentage were desires or wants, we’llcompare that figure to the 26.2% of people that postponed majorauto repair. Suggesting that dollars spent on car repairs rankedhigher in importance than other expeditures.

Page 52: Tech Only 2009 Atra Powertrain Expo

49© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

In the next 12 months are you planning on purchasing or leasing a new vehicle?

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

80.0%

90.0%

100.0%

Yes No

Lo-Male

Lo-Female

Hi-Male

Hi-Female

Combilened

We also wanted to know how many of the respondents wereconsidering purchasing or leasing a new vehicle. The average was14.8%. Both female groups were below average, with Hi-femalesbeing the lowest at 11.2%. Both male groups were higher than theaverage with Lo-males being the highest at 28.2%

Page 53: Tech Only 2009 Atra Powertrain Expo

50 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Summary and Customer Profile

The ATRA 2009 What’s Working Consumer study consisted of1000 participants. The results were broken down by age and gen-der. The following charts show the customers ability and willing-ness to pay for auto repair and have their transmission work done ata transmission shop. Each row addresses key components tofinding this answer. The responses from each group were averagedfrom the original data so the results would not weighted by groupsize in the charts. Any group falling outside a 2.5% window (plus orminus) to the mean would receive a +1 or -1 score. A score of +1represents an advantage to transmission shops. A score of -1represents a disadvantage. The groups with the higher positivescore have a greater ability and willingness to pay for auto repairsand go to a transmission shop for those repairs compared to themean.

Lo-M Lo-F Hi-M Hi-F

Score -3 -1 3 2

Income 1 -1 0 -1

What they'll spend 0 0 1 -1

Car/repair ratio -1 -1 1 0

Postponed repairs -1 1 1 1

Will postpone -1 1 -1 1

Purchase new car -1 1 1 1

Spend on other things -1 -1 -1 1

Trans Shop 1 -1 1 0

Page 54: Tech Only 2009 Atra Powertrain Expo

51© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

The following chart uses the same process as the previous chart forarriving at a score. This chart examines the process each group usesto select an auto-repair facility. Keep in mind that each score repre-sents that group’s variation to the mean for that item. It does notrepresent the most likely method that group uses. For example,using the phone book scored the lowest of all groups for shopselection. However, the score represents whether that group used itmore, or less than the average.

Summary and Customer Profile

Lo-M Lo-F Hi-M Hi-F

Phone book 1 -1 1 -1

Internet 1 -1 1 -1

Call dealer -1 0 1 1

Referral 1 1 -1 0

Familiar facility -1 0 1 1

Page 55: Tech Only 2009 Atra Powertrain Expo

52 © 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Summary and Customer Profile

Lo-males: This is the least likely group to spend money on repairs,even though they have the greatest means to do so; they’ll be thefirst group to trade in their car. If they do decide to repair theirtransmission they’re more likely to go to a transmission shop. Note:they have a higher propensity to go to a national chain than anyother group even though it’s not their first choice. They use theinternet and phone book more than average. They don’t have a“favorite shop” compared to the other groups. They will ask forreferrals.

Lo-females: This group has the lowest ability to pay for repairsand has a lower car value to repair ratio compared to the average. Ifthey do need repairs they are less likely to postpone them and lesslikely to trade their car in. Unfortunately, they are more likely to goto a general repair shop for any service they need, including trans-mission repair. They are also more likely to use the dealer. They usethe phone book and internet less than average, seeking referralsmore than average.

Hi-males: This group has an average income but a higher propen-sity to spend money on repairs and less likely to postpone repairsthan the average. They’ll hold onto their car rather than trade it inand they’ll use a transmission shop on a higher-than-average basis.However, they are also likely to spend their available funds on otherthings. They don’t ask for referrals as much as the other groups.They’ll use the phone book and internet more than average and goto a familiar facility more than average.

Hi-females: This group has a lower-than-average income and anaverage willingness to pay for repairs. They tend to keep their carsmore than average. They have an average propensity to go to atransmission shop. They use the phone book and internet less thanaverage. They’ll call the dealer as a research source. They usereferrals on an average basis and will return to a familiar facility on ahigher-than-average basis.

Page 56: Tech Only 2009 Atra Powertrain Expo

53© 2009 ATRA, All Rights Reserved

What’s WorkingConsumer Study - Knowing Your Customer

Notes: _______________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

Page 57: Tech Only 2009 Atra Powertrain Expo
Page 58: Tech Only 2009 Atra Powertrain Expo

55© 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

The 2009 Marketing study is designed to find out the variousmethods transmission businesses use to market to theirpotential customers. In this section we’ll look at whoparticipated in the study. We’ll look at how well establishedthe businesses are and where they’re located. We’ll look intodemographic information like city population and income.We’ll also explore how the recent downturn in the economyhas played a role the business success.

We’ll use the Success Metric as a standard when comparingthese businesses to see what impact, if any, these variablesplayed in the success of the businesses.

Page 59: Tech Only 2009 Atra Powertrain Expo

56 © 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

1815129630

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

11.42 3.757 135

11.13 3.493 198

10.98 3.737 218

Mean StDev N

2007

2008

2009

Variable

Success Metric for 2007, 2008 & 2009

181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

Mean 10.98

StDev 3.737

N 218

2009 Success Metric

As a review we’ll notice that the average SM for 2009 was 10.98;slightly lower than previous years.

Page 60: Tech Only 2009 Atra Powertrain Expo

57© 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

6050403020100

18

16

14

12

10

8

6

4

2

0

Yrs in Bus

Pe

rce

nt

Mean 24.76

StDev 13.69

N 218

Histogram of Yrs in Business

20161284

25

20

15

10

5

0

Success Metric

Pe

rce

nt

11.24 4.239 38

11.18 3.218 40

Mean StDev N

11 and less

38 and more

Variable

Histogram of Years in Business

The average term in business for those that participated was about25 years. The standard deviation here is 13.69. We can use thisinformation to look at the upper and lower 1/6th of the group in termsof how long they were in business and see if the years in businessshow any correlation. On the low side we have 11. The upper limit is38. The lower chart answers the question “Is there any difference inthe SM of businesses just starting out, and up to 11 years, and thosein business for 38 years and more?” The answer is no. Both samplesshowed an average SM of slightly higher than 11.

Page 61: Tech Only 2009 Atra Powertrain Expo

58 © 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

22.518.013.59.04.50.0

30

25

20

15

10

5

0

Number of Bays

Pe

rce

nt

Mean 5.679

StDev 3.434

N 218

Histogram of Bays

211815129630

0.12

0.10

0.08

0.06

0.04

0.02

0.00

Success Metric

De

nsit

y

10.5 4.934 24

10.89 3.560 170

12.08 3.562 24

Mean StDev N

1-2

3-8

9+

Variable

Histogram of Bays

We looked at the size of the participating businesses in terms ofbays. The average was 5.6. We also looked to see if the size of thebusiness had any correlation to its success. For businesses with 1-8bays we saw no difference. Businesses with 9 or more bays reportedan improvement of slightly more than 1 SM.

Page 62: Tech Only 2009 Atra Powertrain Expo

59© 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

0-5 = Red6-10 = Orange11-15 = Blue16-20 = Green

This map shows the locations of the participating businesses,broken down by SM with red as the lowest and green as the highest.

Page 63: Tech Only 2009 Atra Powertrain Expo

60 © 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

Mean 10.98

StDev 3.737

N 218

2009 Success Metric

Lo Hi

7.2 14.7

The following chart shows the SM of the participating businessesfor 2009. Now we’ll compare the top 1/6th of businesses to thelower 1/6th. Based on the standard deviation of 3.7 that gives us alower limit of 7.2 and an upper limit of 14.7. We’ll use 7 and 15 asour measures and refer to these business groups as “Lo” and “Hi”.We’ll use this reference in other areas of the program. Thecommon element to all ATRA industry studies is the SuccessMetric (SM) which combines a ranking of shop traffic withprofitability. This allows us to compare the results of differentstudies with a common component, and offers the ability to tracktrends.

Green refers to the Hi group (15-20) and Red refers to the Lo group

(0-7)

Page 64: Tech Only 2009 Atra Powertrain Expo

61© 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

40000003000000200000010000000

20

15

10

5

0

City Population

SM

Scatterplot of SM vs City Population

The following illustrations show scatter plots of the participatingbusinesses and various demographic information. The trend line isused to compare the SM to population. A horizontal trend linemeans there’s no change in SM based on population. A line trendingon an angle represents a change in SM based on population.

Here we see a trend showing a lower

SM as population increases. However,considering the low number of highly-

populated cities this chart is affectedby the low ranking of the business

with population of 4,000,000. .

As we screen out the higher

populated cities the trend linelevels out, showing less affect by

population. Here the chart goes to300,000.

300000250000200000150000100000500000

20

15

10

5

0

Population

Su

cce

ss M

etr

ic

Scatterplot of SM vs City Population

Page 65: Tech Only 2009 Atra Powertrain Expo

62 © 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

100000800006000040000200000

20

15

10

5

0

Population

Su

cce

ss M

etr

ic

Scatterplot of Success Metric vs City Population

50000400003000020000100000

20

15

10

5

0

Population

Su

cce

ss M

etr

ic

Scatterplot of Success Metric vs City Population

As we reduce the size of

population the leveling effectincreases. These charts show a

slight weighing toward lesspopulated cities as having a

positive effect on businesssuccess.

Page 66: Tech Only 2009 Atra Powertrain Expo

63© 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

$70,000$65,000$60,000$55,000$50,000$45,000$40,000$35,000

20

15

10

5

0

Income

Su

cce

ss M

etr

ic

Scatterplot of SM vs State Median Income

Here we’re looking at State median income and comparing it to theSM. There isn’t much of a shift based on income. If anything,however, it shows a lesser SM in States with a higher medianincome.

Here we show the SM compared to city

income. Again, it’s pretty flat, trendingslightly downward for cities with higher

income.

$160,000$140,000$120,000$100,000$80,000$60,000$40,000$20,000

20

15

10

5

0

Income

Su

cce

ss M

etr

ic

Scatterplot of SM vs City Median Income

Page 67: Tech Only 2009 Atra Powertrain Expo

64 © 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

21181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

10.82 3.626 45

10.71 3.603 94

10.49 3.693 43

11.86 4.258 14

Mean StDev N

to 75%

76% - 105%

106% - 135%

136% and higher

Variable

Histogram of City vs State Income Percent

When we compare SM to city/state income percent the charts re-verses. City/state income percent compares city income to state. Thehigher the percent the more affluent that city is compared to thestate.

We made several graduations and

viewed them separately. Thescatter plot was weighted by a

few businesses in highly affluentcities. When we separated them it

revealed little change based oncity/state income percent.

25020015010050

20

15

10

5

0

Percent

Su

cce

ss M

etr

ic

Scatterplot of SM vs City / State Median Income Percent

Page 68: Tech Only 2009 Atra Powertrain Expo

65© 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

20015010050

35

30

25

20

15

10

5

0

Percent

Pe

rce

nt

94.22 28.88 37

96.67 32.10 38

Mean StDev N

Hi

Lo

Variable

Histogram of Hi - Lo SM vs City - State Income Percent

As we looked further into the City/State income percent we filteredthe data so only the Hi and Lo businesses were charted. We wantedto know if the Hi businesses had a higher income percent than theLo businesses. Given the small sample size we would expect a chartlike the one below if the Hi businesses were in more affluent areas.

What we found was there was no difference in income percentbetween the Hi and Lo business groups.

150120906030

30

25

20

15

10

5

0

Percent

Pe

rce

nt

101.3 24.57 62

57.99 21.28 62

Mean StDev N

Hi

Lo

Variable

Histogram of Hi vs Lo SM: City - State Income Percent-(Common Logic)

Common logic might have usbelieve business is better in more

affluent neighborhoods. If thatwere the case our comparison of

Hi and Lo businesses wouldgenerate a chart like this.

The Hi and Lo businesses that

participated in the survey have avery similar City to State

percentage. This indicates thatarea affluence did not play a role

in their Success Metric.

Page 69: Tech Only 2009 Atra Powertrain Expo

66 © 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

10.43 3.676 129

11.78 3.701 89

Mean StDev N

Layoff yes

Layoff no

Variable

Industry Layoff yes vs Layoff no

Several areas were hit by industry layoffs. Those businesses reportingmajor layoffs in their area showed a significant drop in their SuccessMetric.

When we looked at the Hi

and Lo groups they wereboth affected by major area

layoffs, although not to thesame extent. Some

businesses were able toavoid the effects of major

layoffs in their area.

Layoffs

0.0%10.0%20.0%30.0%40.0%50.0%60.0%70.0%80.0%

Hi-Yes Hi-No Lo-Yes Lo-No

Page 70: Tech Only 2009 Atra Powertrain Expo

67© 2009 ATRA, All Rights Reserved

What’s WorkingBusiness and Demographics Study

60483624120

20

15

10

5

0

Years in Business

Pe

rce

nt

24.29 14.14 70

22.77 11.80 42

Mean StDev N

Years Hi

Years Lo

Variable

Histogram of Years Hi vs Lo

Looking again at the upper and lower 1/6th of the respondents (Hi andLo) we see the change in their business of the past 6 months. Theupper 1/6th of respondents reported significant improvements inbusiness compared to the lower 1/6th that have suffered a significantloss in business. So far, we have not discovered a demographic causefor these differences.

We’ve explored years in businessalready but this time we’re

looking strictly at the Hi and Logroups. The chart shows the years

in business, on average, to beabout the same..

Business Change Over the Past 6 Months

0.0%10.0%20.0%30.0%40.0%50.0%60.0%70.0%80.0%

Hi-Improved

Hi-Down Hi-Same Lo-Improved

Lo-Down Lo-Same

Page 71: Tech Only 2009 Atra Powertrain Expo
Page 72: Tech Only 2009 Atra Powertrain Expo

69© 2009 ATRA, All Rights Reserved

Marketing Study

What’s Working

The ATRA marketing Study was commissioned in 2008 withthe purpose of finding out the marketing methods and toolsused throughout the industry. The 2009 marketing surveywent to both members and non-members of ATRA.At thetime of this report there were just over 200 responses.

The common element to all ATRA industry studies is theSuccess Metric (SM) which combines a ranking of shoptraffic with profitability. This allows us to compare the resultsof different studies with a common component, and offersthe ability to track trends with a goal of find the businessactivities and marketing methods used by the most success-ful businesses reporting in the study. Information was gath-ered from business in both the USA and Canada.

Page 73: Tech Only 2009 Atra Powertrain Expo

70

What’s Working Marketing Study

© 2009 ATRA, All Rights Reserved

We looked at a wide range of marketing programs and activities tosee if there was a correlation with that activity to the businesssuccess metric. If we we’re to look at some conventional advertisingmethods, for example, we might have an idea (without supportingdata) that one medium is superior to another. Given the buzz sur-rounding web sites we might conclude that that’s the best advertis-ing, perhaps followed by TV, then radio and finally the newspaper.Our common logic then would be to focus on our web site themost, and then the other mediums provided we had the resourcesto do so. If this presumption were true we might see the resultsfrom our study looking like the chart below.

20151050

50

40

30

20

10

0

Success Metric

Pe

rce

nt

17 2.082 25

13 2.082 25

8.12 2.048 25

4.08 2.080 25

Mean StDev N

Web Site

TV

Radio

Newspaper

Variable

Histogram of Conventional Advertising (Common Logic)

Page 74: Tech Only 2009 Atra Powertrain Expo

71© 2009 ATRA, All Rights Reserved

Marketing Study

What’s Working

21181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

12.04 3.554 28

10.88 3.704 58

10.75 3.776 57

10.64 3.661 129

10.74 3.927 113

12.53 3.889 15

Mean StDev N

TV

Radio

Local Newspaper

Yellow Pages

Website

Billboard

Variable

Histogram of Conventional Advertising

However, the actual data for conventional advertising shows most ofthe mediums scoring about 10.5 or so, with TV scoring slightly over12 and billboards about 12.5. This is very similar to the results fromour 2008 study, indicating that TV and Billboards showed betterperformance of the conventional adverting mediums used.

Using the same testing method we looked at Yellow-Page advertis-ing in terms of ad size. Here too common logic might suggest thatlarger ads offer better exposure, and consequently perfume better.Based on this we might expect to see a performance chart like theone below.

20151050

50

40

30

20

10

0

Success Metric

Pe

rce

nt

17 2.082 25

13 2.082 25

8.12 2.048 25

4.08 2.080 25

Mean StDev N

Full

Half

quarter

none

Variable

Histogram of Yellow Page Ad Size (Common Logic)

Page 75: Tech Only 2009 Atra Powertrain Expo

72

What’s Working Marketing Study

© 2009 ATRA, All Rights Reserved

21181512963

14

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

11.66 4.186 35

10.21 3.017 14

10.67 3.381 21

10.57 3.729 47

11.23 3.741 87

10.36 3.915 14

Mean StDev N

None

Full Page

1/2 Page

1/4 Page

< 1/4 Page

Other

Variable

Histogram of Yellow Page Usage and Size

20161284

25

20

15

10

5

0

Success Metric

Pe

rce

nt

10.31 3.497 13

11.64 3.734 14

10 4.082 31

Mean StDev N

Full Time

Part Time

When Slow

Variable

Histogram of Type of Outside Sales Program

The actual data reveals very little difference between ad size andSM. The highest scores were from business not using Yellow-Pageadvertising, followed by businesses with ad sizes smaller than ¼page. This doesn’t suggest that not using Yellow-Page advertisingis a benefit, but it does suggest that larger ads do not necessarilyimprove business exposure, resulting in more leads.

We asked about outside sales programs and as we learned last year,the shops with a part-time program scored the highest.

Page 76: Tech Only 2009 Atra Powertrain Expo

73© 2009 ATRA, All Rights Reserved

Marketing Study

What’s Working

181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

11.61 3.561 83

10.59 3.802 135

Mean StDev N

Local sports teams Yes

Local sports teams No

Variable

Histogram of Local sports teams Yes vs No

181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

11.69 3.560 67

10.67 3.782 151

Mean StDev N

School Yearbook Yes

School Yearbook No

Variable

Histogram of School Yearbook Yes vs No

Last year we learned that community-based activities ranked highestfor correlation to a positive SM. We looked at these same activities tosee how the results from this survey compared to the results fromlast year’s study, and to see which activities scored the highest.All ofthese activities showed similar gains as last year’s study.

Sponsoring local sports teamsranked well; scoring slightly over

1 SM compare to thosebusinesses not participating.

School yearbooks sponsorshipsgained about 1 SM.

Page 77: Tech Only 2009 Atra Powertrain Expo

74

What’s Working Marketing Study

© 2009 ATRA, All Rights Reserved

181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

12.48 3.383 23

10.81 3.745 195

Mean StDev N

Scouts Yes

Scouts No

Variable

Histogram of Scouts Yes vs No

21181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

12.23 3.939 22

10.84 3.698 196

Mean StDev N

Local News Letter Yes

Local News Letter No

Variable

Histogram of Local News Letter Yes vs No

Although scouts’ sponsorshipswere low in terms of

participation it scored over 11/2

SM points gain.

Local newsletter was also low

in usage but for thosebusinesses participating they

show about a 11/2 SM gain.

Page 78: Tech Only 2009 Atra Powertrain Expo

75© 2009 ATRA, All Rights Reserved

Marketing Study

What’s Working

21181512963

14

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

14 3.109 7

10.26 3.906 78

Mean StDev N

Yearbook, News Letter, Scouts

Sponsor No

Variable

Histogram of Yearbook, News Letter, Scouts vs Sponsor No

181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

11.39 3.590 140

10.26 3.906 78

Mean StDev N

Sponsor Yes

Sponsor No

Variable

Histogram of Sponsor Yes vs No

We combined several activities to see if there was an accumulativeeffect. Hear we’re looking for businesses sponsoring yearbooks,news letters and scouts. The pool was very low but the results wereextraordinary.

Notwithstanding the low pool

number the combinedsponsorship group reported

almost a 4 SM gain.

We looked for any business supporting community-based programsand saw slightly over 1 SM point, regardless of the program.

Page 79: Tech Only 2009 Atra Powertrain Expo

76

What’s Working Marketing Study

© 2009 ATRA, All Rights Reserved

181512963

12

10

8

6

4

2

0

Success Metric

Pe

rce

nt

Mean 10.98

StDev 3.737

N 218

2009 Success Metric

Lo Hi

7.2 14.7

:Hi-Lo Group Results

We looked at the upper and lower respondents of the survey, repre-sented by “Hi” and “Lo” respectively. This was based on one stan-dard deviation above and below the success metric mean. Theseupper and lower specs are 14.7 and 7.2. For our reporting we’ll usea SM of 15 to 20 as the Hi group and 0-7 as the low group. Wewanted to screen out many of the businesses that fell into theaverage and see if there was something we missed during some ofthe other analysis. We had 47 businesses in the Hi group and 42 inthe Lo group.

Page 80: Tech Only 2009 Atra Powertrain Expo

77© 2009 ATRA, All Rights Reserved

Marketing Study

What’s Working

Years in Business

24.3 22.8

0

5

10

15

20

25

Hi Lo

:Hi-Lo Group Results

We first at the time spend in the industry and demographics to see ifthere was something unique about these groups.

The years in business werealmost identical between the two

groups, with the Hi group slightlyahead by about 1 1/2 years.

Layoffs

0.0%10.0%20.0%30.0%40.0%50.0%60.0%70.0%80.0%

Hi-Yes Hi-No Lo-Yes Lo-No

We looked at significant area layoffs. Here was saw a significantdifference in that 71% of the Lo group reported having had signifi-cant area layoffs compared to 49% for the Hi group. However, it’sworth noting that these 49% of Hi group businesses still score a SMof at least 15.

Page 81: Tech Only 2009 Atra Powertrain Expo

78

What’s Working Marketing Study

© 2009 ATRA, All Rights Reserved

Yellow Page Ad Size

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

Full Half quarter < Quarter Other

Hi

Lo

Business Change Over the Past 6 Months

0.0%10.0%20.0%30.0%40.0%50.0%60.0%70.0%80.0%

Hi-Improved

Hi-Down Hi-Same Lo-Improved

Lo-Down Lo-Same

We looked at business improvement between the two groups. Keepin mind that although 75% of the Hi group reported an improve-ment in business, 49% of the group had major layoffs in their area.The Lo group reported about 17% improvement in business.

Yellow-page advertising

trends about the same for bothgroups. However, the Hi group

does lean more toward thesmaller ads.

Page 82: Tech Only 2009 Atra Powertrain Expo

79© 2009 ATRA, All Rights Reserved

Marketing Study

What’s Working

Conventional Advertising

0.0%5.0%

10.0%15.0%20.0%25.0%30.0%35.0%

TV Radio News P Website Billboard Parkbench

Hi

Lo

Local Sponsorships

0.0%5.0%

10.0%

15.0%

20.0%25.0%30.0%

35.0%

Sports School Newsletter Scouts

HiLo

Conventional advertising trends similarly. The two areas a disparity isthat the Hi group uses more TV advertising and the Lo group moreemphasis on websites.

There is a definite difference insponsorships. However, these

charts do not indicate the depthof these sponsorships, just that

they do or do not participate.

Page 83: Tech Only 2009 Atra Powertrain Expo

80

What’s Working Marketing Study

© 2009 ATRA, All Rights Reserved

Outside Sales Program

0.0%10.0%20.0%30.0%40.0%50.0%60.0%70.0%80.0%

Yes No

HiLo

Outside Sales

0.0%2.0%4.0%6.0%8.0%

10.0%12.0%14.0%16.0%

Full-time Part-time Reactive

HiLo

The data shows that the Hi group participates less in outside sales.However, notwithstanding the fact that both groups have a higherlevel of reactive marketing the Hi group has more part-time outsidesales vs the Lo groups emphasis on full-time outside sales.

Page 84: Tech Only 2009 Atra Powertrain Expo

81© 2009 ATRA, All Rights Reserved

Marketing Study

What’s Working

Notes: _______________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

Page 85: Tech Only 2009 Atra Powertrain Expo
Page 86: Tech Only 2009 Atra Powertrain Expo

Looking for higher sales, more money in your bank account and more free-time? Are you ready to take complete control of both your business and your life?

If you are looking for a “Blueprint” you can use, then join us, because this will be the most amazing seminar you will ever attend, guaranteed! During this powerful seminar Bob will share the secrets he’s used to build his own industry-leading repair shops, Elite into a global company, and help

thousands of shop owners (just like you!) go right to the top! Look what you will receive by joining us!

A blueprint that will allow you to set life changing goals … in 7 days! A blueprint for finding time to enjoy life as well as work on your business! A blueprint for making decisions that take you and your business right to the top! A blueprint for bringing out the leader in you … in 7 days! A copy of Bob’s very own planning schedule! An Easy-to-Follow Action Plan that will take you and your business right to the top! All WORKBOOKS AND HANDOUTS WILL BE DISTRIBUTED AT THE SEMINAR

Page 87: Tech Only 2009 Atra Powertrain Expo
Page 88: Tech Only 2009 Atra Powertrain Expo

85© 2009 ATRA, All Rights Reserved

Building a Winning Team

By Bob Spitz

Getting Everyone on theSame Page

412 W. Broadway, 3rd Floor, Glendale, CA 91204 •Phone: (818) 546-5836 • Fax: (818) 863-1063

·Quoted material by L. Ron Hubbard:1967, 1982, 2007 L. RonHubbard Library

· Grateful acknowledgement is made to L. Ron Hubbard Library forpermission to reproduce selections from the copyrighted works of L.Ron Hubbard

Acknowledgements

Page 89: Tech Only 2009 Atra Powertrain Expo

86

Building a Winning Team

© 2009 ATRA, All Rights Reserved

Tools for the Job· Communication

· Using the emotional tone scale

· Leadership skills

· Production bonuses

· Shop games

Communication and GoalsGoals in your Shop

· Shop goal or Mission Statement

· Owner’s goals

· Employee’s goals

Shop Meetings

· To get your employees on the same page you have to go overthe Shop Goal with them.

· Get them to see how they can contribute to getting there.

· Get them to see how reaching it will help them get to theirgoal too.

Page 90: Tech Only 2009 Atra Powertrain Expo

87© 2009 ATRA, All Rights Reserved

Building a Winning Team

A True Group

· A shop acts as a true group when all the employees in itknow and push forward the basic Goal of the shop.

Employees get Distracted· It’s not enough to just do this once. Employees get

distracted by life, so this needs to be repeated every so often.

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 91: Tech Only 2009 Atra Powertrain Expo

88

Building a Winning Team

© 2009 ATRA, All Rights Reserved

Indicators of a True Group

My Employees:

_____ Work well together

_____ Enjoy working in the shop

_____ Have very few disagreements or argu ments

_____ Are focused on getting the job done even when you are notthere

Indicators of a Shop Not Directed to a Goal

My Employees:

_____ Have frequent arguments

_____ Complain about other employees

_____ You have to constantly be there or production goes down

_____ Get distracted easily

Page 92: Tech Only 2009 Atra Powertrain Expo

89© 2009 ATRA, All Rights Reserved

Building a Winning Team

Emotional Tone Scale Tool forEvaluating People

Apathy

· No purpose — No drive

· Does not usually make eye contact

Grief

· Cries easily

· Slow emotion

· Not communicative

· Sadness behind the eyes

Fear

· Afraid to make decisions

· No responsibility

· Will not look at you

Covert Hostility

· Rumor monger

· Liar

· Shifty eyes

Page 93: Tech Only 2009 Atra Powertrain Expo

90

Building a Winning Team

© 2009 ATRA, All Rights Reserved

Anger

· Very bad temper

· Hurtful comments that are not true

· Destructive

· Looks at you as a target

Antagonism

· Sarcastic

· Creates fights

· Painfully honest

Boredom

· Not motivated

· Careless

· Sloppy work

· Irresponsible

Conservatism

· Not out going

· Does not like change

· Tolerates only small changes

Page 94: Tech Only 2009 Atra Powertrain Expo

91© 2009 ATRA, All Rights Reserved

Building a Winning Team

Cheerful

· Friendly – Outgoing

· Honest

· Communicates freely

· Gets work done

Enthusiasm

· Alive!

· Going places!

Using the Tone Scale

· People respond to communication at or close to their tonelevel

Page 95: Tech Only 2009 Atra Powertrain Expo

92

Building a Winning Team

© 2009 ATRA, All Rights Reserved

Three Classes of Personnel

1. The Willing

2. The Defiant Negative

a. Defiant Negative: Openly disobedient;resistant to authority

b. Negative: Expressing negation, refusal or denial

3. The Wholly Shiftless

a. Wholly: Completely or totally

b. Shiftless: Lacking ambition, purpose or energy; lazy

· Classes two and three are non-employableWhy burden the staff or economics of the organization withthem?

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 96: Tech Only 2009 Atra Powertrain Expo

93© 2009 ATRA, All Rights Reserved

Building a Winning Team

The first thing one has to handle in recruiting is the willingness ofan organization to have new people as staff members.

The lovely part of machines is that they are supposed to be invari-able in action. Each part messes smoothly with every other part.

If you conceive of a machine made out of human beings instead ofmetal parts, you see at once that the parts are not exact nor are theyperfectly adapted to each other. The parts don’t fit, they vary; theyhave ideas of their own.

And this can go so far as to refuse to try out or let in any personwho is not perfect.

In real life only a small percentage of people are “unsuitable”.

You could conclude that an organization composed of humanswould require perfect human beings or it wouldn’t run at all. Butthere are no perfect human beings.

It is very hard to hire PERFECT employees. It is just as hard to hireGREAT employees, and with good management skills you canmake GREAT employees!

But you can hire potentially GREAT employees, and with goodmanagement skill you can make them GREAT employees!

The Perfect Recruit

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 97: Tech Only 2009 Atra Powertrain Expo

94

Building a Winning Team

© 2009 ATRA, All Rights Reserved

The Right MotivationWhat Motivates People?Motivation Scale

· Duty

· Personal Conviction

· Personal Gain

· Money

Motivation Scale

· Problem with being motivated strictly by money is it’s ShortTerm.

Purpose

· We want people who are Purpose driven

· Be clear on what your purpose is and the purpose of thebusiness.

· Communicate your purpose for the busness.

· Find out what the employee purpose is and get them to seehow it aligns with yours.

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 98: Tech Only 2009 Atra Powertrain Expo

95© 2009 ATRA, All Rights Reserved

Building a Winning Team

Production Bonuses and Team GamesProduction Based Pay Plans

· Know your labor laws

· Low base

· No percentage of labor

· No percentage of parts

· Pay for production

· No loss of pay

· No One system

· No team comcepts

· Individual pay

· Team Game*

Team Game

· Know your Break-even

· Flat dollar amount above break even

· Bonus pay after break even is met

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 99: Tech Only 2009 Atra Powertrain Expo

96

Building a Winning Team

© 2009 ATRA, All Rights Reserved

Summary

· Find the right employees. Use the Tone Scale to determinewho to hire

· Set goals for the shop

· Align the employees to the shop goal

· Keep them motivated by referring them back to purpose

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 100: Tech Only 2009 Atra Powertrain Expo

Notes:____________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

Page 101: Tech Only 2009 Atra Powertrain Expo
Page 102: Tech Only 2009 Atra Powertrain Expo

99© 2009 ATRA, All Rights Reserved

From Consumer toCustomer

By Maylan Newton

Educational Seminars Institute2222 Emmett Ave.Simi Valley, CA 93063888-338-7296Fax 888-526-3259

Page 103: Tech Only 2009 Atra Powertrain Expo

100

From Consumer toCustomer

© 2009 ATRA, All Rights Reserved

Consumer: One that consumes, especially one that acquires goods or servicesfor direct use or ownership rather than for resale or use in produc-tion and manufacturing.

Customer: A person who purchases goods or services from another. Typicallyhas a history or is looking for one with the service provider.

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 104: Tech Only 2009 Atra Powertrain Expo

101© 2009 ATRA, All Rights Reserved

From Consumer toCustomer

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Who is your ideal customer?Identify your “best”customers.What are the Demographics of yourbest customers?

Answer these questions:

Age: ___________________Vehicle: ________________Income: ________________Location: _______________

Page 105: Tech Only 2009 Atra Powertrain Expo

102

From Consumer toCustomer

© 2009 ATRA, All Rights Reserved

Keeping the customers you have!

Treat them Special

Contact them often

Give them more

Make it easy to do business with you

Build trust

Peace of mind

Sell solutions NOT repairs

Be their PEOPLE

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 106: Tech Only 2009 Atra Powertrain Expo

103© 2009 ATRA, All Rights Reserved

From Consumer toCustomer

Grow your Customer Base

Targeted marketing

Referral program

People to People strategies

Business to Business strategies

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 107: Tech Only 2009 Atra Powertrain Expo

104

From Consumer toCustomer

© 2009 ATRA, All Rights Reserved

People to People

Leads Groups

Social clubs

Chamber of Commerce - Public events

Community events

Business to BusinessOutside sales

Chamber events – Business events

Referral groups

Trade organizations

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 108: Tech Only 2009 Atra Powertrain Expo

105© 2009 ATRA, All Rights Reserved

From Consumer toCustomer

Sell the Relationship, Sell theExperience!

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Never assume the customer remembers

Treat them as a friend

Use their name

Recall small personal bits of information

Focus on the customer

Help them find VALUE

Educate them

Put yourself in their shoes - empathize

Page 109: Tech Only 2009 Atra Powertrain Expo

106

From Consumer toCustomer

© 2009 ATRA, All Rights Reserved

Communication – The Key toConversion

In person

In marketing

In all points of contacts

Control without being controlling

Web site

Search engine optimization

E mail

Text

Non sales points of contacts

Find a reason to contact

Speaking engagements

Get up - Get out

Grow your business – Nontraditionally

Page 110: Tech Only 2009 Atra Powertrain Expo

107© 2009 ATRA, All Rights Reserved

From Consumer toCustomer

Notes: _____________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

Page 111: Tech Only 2009 Atra Powertrain Expo
Page 112: Tech Only 2009 Atra Powertrain Expo

109

LOW-COST MARKETING

by Marc Slutsky, CSP

All the material in this handout is (c) Copyright 2009 by MarcSlutsky of Street Fighter Marketing. Any repro-duction of thesematerials without written consent is unlawful. “Street F-ighter”is the regis-tered trade-marks of Street Fighter Marketing, 467Waterbury Court, Gahanna, OH 43230, 614/337-7474,www.streetfightermarketing.com,

[email protected] Used with permission.

Page 113: Tech Only 2009 Atra Powertrain Expo

110

Page 114: Tech Only 2009 Atra Powertrain Expo

111

A Street Fighting Puzzle

Part Two: This time connect all nine of the dots using three con-secutive straight lines, not repeat-ing a line or lifting your pencil fromthe page. Hint: Think way beyond the box.

Part One: Connect all nine dots found in the box with four con-secutive straight lines, not repeating a line or lifting your pencil fromthe page. Hint: Think beyond the box.

Page 115: Tech Only 2009 Atra Powertrain Expo

112

Part Three: Figure out a way to do this same exercise using only oneline! Attendees at our seminars showed us two different ways in whichthey were able to do it. Hint: Think beyond the rules.

Notes:______________________________________________________

____________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

Page 116: Tech Only 2009 Atra Powertrain Expo

113

The Value of a New Customer

What’s a new customer worth to you? To find out, follow each of thesteps below. Write your answer to each question in the margin to theleft.

1 On average, a good regular customer will visit your transmis-sion business how many times during the course of a year?

2 What are your average total sales per transaction?

3 Multiply the answer in number one with the answer in numbertwo; which gives you the total sales a good customer providesyou on an annual basis.

4 Another element you must consider is how many new cus-tomer referrals your good regular customer brings to you.

It’s easy to see that one good regular customer is worth a great dealof money to you. The single transaction a customer makes when heor she visits you for the first time is insignificant compared to thelong term value of that customer.

Notes:______________________________________________________

____________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

Page 117: Tech Only 2009 Atra Powertrain Expo

114

Cross Promotions are essentially a means of distribution for yourspecial offer or adver-tising message about your business. They area low cost method of getting someone else to hand out your mes-sage at no cost to you, beyond the cost of printing and paper.

The Three C’s of Cross Promotions

1._______________________________________

2._______________________________________

3._______________________________________

COSTCost is very low ... just printing and paper. The most expen-sive partof ad-vertising is the cost of the distribution of your mes-sage butwith a cross promotion you get that distribu-tion for free. Even theprinting is low cost; it’s quick, usually with black ink on color 20#(20 pound) paper stock.

Notes:______________________________________________________

____________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

MERCHANT CROSS-PROMOTIONS

Page 118: Tech Only 2009 Atra Powertrain Expo

115

1._______________________________________

2._______________________________________

3._______________________________________

4._______________________________________

5._______________________________________

CREDIBILITY

Pro-bably the best feature of Cross-Pro-mo-tion is that it “pro-tectsyour regular price credi-bili-ty.” For example, when you run a news-paper ad with a sim-ple cou-pon or discount, there is little doubt inthe consumer’s mind that you discounted your product, using yourmoney in advertising to pay for it. The Cross-Promotion on theother hand, “transfers the responsi-bility of the discount to someoneelse.” This simple but all important line should always appear onCross-Promotion pieces: “Compliments of.”

CONTROLThere are five types of control. They are:

Page 119: Tech Only 2009 Atra Powertrain Expo

116

GETTING DISTRIBUTIONTHROUGH PEOPLE MAGNETS

24168

23157

22146

21135

20124

19113

18102

1791

24168

23157

22146

21135

20124

19113

18102

1791

By now you have proba-bly figured out that effective Cross-Pro-motions depend on other busi-nesses with, preferably, high cus-tomer counts. Those busi-nesses or places that attract a large num-ber of your potential customers are called “People Mag-nets”.

PEOPLE MAGNET EXERCISEOn the lines below, list 24 types of mer-chant “people mag-

nets” that would make excellent Cross-Promo-tion partners for yourbusi-ness. We are not looking for specific merchants, but, rath-er theindustry they be-long to. For example, you might list “Dry Cleaner.”You would not list “Joe’s Clean-ing Service.”

Page 120: Tech Only 2009 Atra Powertrain Expo

117

105

94

83

72

61

105

94

83

72

61

CROSS-PROMOTION EXERCISE

Part One — On the lines below, list 10 retail merchants in your areathat could be potential Cross-Promotion partners:

Part Two — Now go back and circle the number of each one of theretail merchants that you already know. You may not be on a firstname basis but may know them well enough to walk in and talk withthat person with no problem.

Part Three — Out of the ones you already know, go back and put acheck mark in front of the ones where the owner or manager isalready your custom-er.

Page 121: Tech Only 2009 Atra Powertrain Expo

118

Step #1 . Hopefully, the first Cross-Promo-tions you do, you’ll already know the person in charge.

Step #2 . It is extremely important to useactual samples rather than ma-chine copies or scratching a roughdraft on a yellow legal pad. It seems to lend a stamp of approval,since someone else has already done it.

Step #3 . Position it as a nice “surprise” for his/her customers when they’ve paid their bill. It is an opportunity forhim/her to show their appreciation for their business, and it doesn’tcost him/her anything.

Step #4 . Distribution should usually be oneweek, two at the most. After two weeks, cross promotion partnersoften loose interest in the pro-gram.

Step #5 . This is so you know how manyspecial certificates to print. Probe to get an accurate num-ber.

10 Steps for Setting up the One-Way Cross-Promotion

Notes:______________________________________________________

____________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

Page 122: Tech Only 2009 Atra Powertrain Expo

119

Very Important — Be sure you include the proper disclaimers in all ofyour certificates to avoid mis-communication and eventual violationof a customer. Something along the lines of:

“This special ‘Thank-You’ Certificate is good for (amount of value)savings on the regular price of (the item). Cannot be combined withany other special offer. Only one special ‘Thank-You’ per visit perpurchase. Offer expires on (date).”

Step #6 . Get information such as name, ad-dress, phone number and email address and website

Step #7 . Give something free for setting up thecross-promotion.

Step #8 . Explain that you realize bag stuffing ordistributing certificates is a little bit of extra work for the employ-ees,so when you come back with the printed pieces, you will also pro-vide value cards for all the employees.

Step #9 . Be sure to print extra copies, too, forsetting up future Cross-Pro-motions.

Step #10 . Display samples of the pieces sothat your employees know what to look for. Also, if your group hasother stores that might be getting some of these certificates, be sureto inform them.

Page 123: Tech Only 2009 Atra Powertrain Expo

120

C ______________________________

A ______________________________ or

M______________________________ or

P______________________________

D _____________________________

C _____________________________

B _____________________________

S _____________________________ or

V _____________________________

Words You Never Use When Setting Up aCross-Promotion

Words You Do Use When Setting Up aCross-Promotion

Page 124: Tech Only 2009 Atra Powertrain Expo

121

“Hi! I’m Marc Slutsky, the owner of Marc’s Transmission on MainStreet. I’ve got something here that I thought was pretty interestingand thought you might like to see it.”

(Hand him/her your Cross-Promotion sample)

“Here’s how it works. I would like to offer you the opportunity ofproviding your customers a way they can get more for their money ...kind of a special way you can say ‘Thank you!’ for shopping at yourstore. What do you think?”

(At this point, you wait for the question about the cost, which willhappen about 99% of the time. When you’re asked, “Well, it soundspretty good, but how much does it cost?” you respond with...)

“Well, let me ask you a question. If it were free, would youdo it?”

(They usually respond with something like “Free? Well, yeah, sure,why not?”)

As you shake their hand, you say, “Fair enough.”

At this point, you have approval, but you’re not finished yet. Youneed to take care of some details. Get the weekly customer count (ifit’s the type of business whose regular customers come in weekly),

CROSS-PROMOTION SCRIPTS

The following is a typical transcript that you might follow whensetting up a Cross-Promotion. This should only be used as aguideline, and you should put these basic concepts in your ownwords so it comes off very low-key and relaxed. Keep in mind thatthis entire process, once you can see the decision maker, shouldonly take you under 2 minutes to complete.

INTRODUCTION

Page 125: Tech Only 2009 Atra Powertrain Expo

122

With a Cross-Promotion special ‘Thank-You’ certificate, yourpoint of distribution is usually through merchants; where with theCross-Promo-tion Value Card, your point of distribution is generallythrough major employers, educational institutions, and associationsor organiza-tions.

The two major differences between the Cross-Promotion special‘Thank-You’ certificate and the Value Card is that the Value Cardis generally a (1) lower liability offer than the special ‘Thank-You’certifi-cate and (2) can be used repeatedly...

In producing the long form value card, there are usually three differ-ent types of groups the cards are addressed to. They are:

1) Employees

2) Members

3) Students or Faculty

In addition to the type of group listed on the card, there are onlythree other minor copy changes in the card. The rest of the cardremains standard ... thus keeping printing costs to a minimum. Thethree other minor changes are:

1) Name on top of card

2) Name on bottom of card

3) Expiration date

VALUE CARD CROSS PROMOTIONS

Page 126: Tech Only 2009 Atra Powertrain Expo

123

Part One — On the lines below, list five major employers in yourcommunity, five educational institutions and ten associations ororganizations. After each one, write how many employees, students,or members, each one has.

Major Employers

105

94

83

72

61

105

94

83

72

61

105

94

83

72

61

105

94

83

72

61

Educational Institutions

VALUE CARD EXERCISE

Page 127: Tech Only 2009 Atra Powertrain Expo

124

105

94

83

72

61

105

94

83

72

61

Associations and Organizations

Part Two — Of all the names you’ve listed in this exercise, go backand circle the numbers of those where you already know somebodywho is part of that group. This person can be someone who, at thevery least, can tell you what you would have to do and who youwould have to see to set up the Value Card Promotion. Write yourfriend’s name next to the group’s name in the right margin.

Part Three — Now, place a check mark after the names of thepeople you’ve listed in the right margin who visit your store on asomewhat regular basis.

Notes:______________________________________________________

____________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

Page 128: Tech Only 2009 Atra Powertrain Expo

125

COMMUNITY INVOLVEMENTPart One — On the lines below, make a list of some of the non-profit organiza-tions in your community. Try to think of the onesthat are very active, and have great support from their members.

105

94

83

72

61

105

94

83

72

61

Part Two — Look through your list, and in the margin to theright, write down the names of the people you know person-ally in any of the organizations listed above.

Part Three — Place a check mark in front of the numberwhere the person you have written down comes into your storeon a somewhat regular basis.

“LOW LIABILITY” EXERCISE:

Page 129: Tech Only 2009 Atra Powertrain Expo

126

Plan your sales and marketing efforts for the next 6 weeks. Onceyour plan is in place you will know exactly what needs to be done toreach your financial goals.

November 2 - 13

1.______________________________________________________________________

2..________________________________________________________________________

November 16 - 27

1.________________________________________________________________________

2.________________________________________________________________________

November 30 – December 11

1.________________________________________________________________________

2..________________________________________________________________________

SALES AND MARKETING CALENDAR

Page 130: Tech Only 2009 Atra Powertrain Expo

127

Page 131: Tech Only 2009 Atra Powertrain Expo
Page 132: Tech Only 2009 Atra Powertrain Expo

129© 2009 ATRA, All Rights Reserved

The Essentials of Selling

HANDLING INITIAL TELEPHONECONTACT, CUSTOMER PRICEOBJECTIONS, and CLOSING THESALE

By Terry Greenhut

North America’s #1 Automotive Aftermarket Sales andManagement Trainer

Service Sales Concepts Inc.333 Mamaroneck Ave. #445White Plains, NY 10605

Phone 1-800-451-2872In Canada 1-914-683-1633Fax 1-914-683-1563Website: www.terrygreenhut.come-mail [email protected]

Page 133: Tech Only 2009 Atra Powertrain Expo

130

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

Page 134: Tech Only 2009 Atra Powertrain Expo

131© 2009 ATRA, All Rights Reserved

The Essentials of SellingLesson 1

The Telephone – Making Initial ContactTalking Callers Into The Facility

Answering The Phone and Making TheAppointment

Use a series of questions so you and others in the shop dealwith new callers the same way every time. Use a dialogue likethe following:

1) “Thank you for calling ___________ (fill in your shop’s name)._________ speaking. How may I help you?”

This allows you to answer consistently without having to worryabout whether it is morning or afternoon. It is a warm greetingthat allows you to let them know who they are speaking withand makes them immediately tell you why they are calling.

2) “You’re having a (repeat the complaint they mentioned)problem! Is the vehicle drivable? (if yes, ask:) Can you bringit in now or would _______ o’clock be better so we can checkit for you?” (if no or if they indicate they are afraid todrive it) offer to make arrangements for a tow immediately. Ican have it towed in right now or would a little later be moreconvenient for you?

This is called a “Branch Question”. The answer will determinewhich branch you will take. If the vehicle is drivable you willimmediately offer an appointment. If not you will offer a tow.

When offering a tow be sure to get all pertinent information: Year,make, model, color, and license plate number…Location of thevehicle…Where the keys will be…Is there any obstruction to thetow…Will the customer be coming in with the vehicle…Everypossible phone number for the customer…

Page 135: Tech Only 2009 Atra Powertrain Expo

132

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

Ask for the appointment assertively and expectantly, as if you feelthere is nothing else for the customer to do but give you the ap-pointment. If customers detect any weakness on your part, it istheir cue to begin to ask questions you probably won’t want toanswer.

If the customer asks for a price or other diagnostic type informa-tion, say:

3) “I’ll be more than happy to give you a price (or other infor-mation) just as soon as we’ve had an opportunity to check out theproblem. For your convenience it won’t take more than 30 minutesand our preliminary check is absolutely free! Can you bring it innow or would _______ o’clock be better for you?”

If the customer continues to ask for a price and is not agreeing toan appointment, say:

4) “Well, I really do want to help you. So let me get some moreinformation to see if I can help you over the phone.”

Page 136: Tech Only 2009 Atra Powertrain Expo

133© 2009 ATRA, All Rights Reserved

The Essentials of Selling

Ask some or all of the following questions:

Gather Necessary Information

“What is the year, make, and model of the vehicle?”

“Exactly what is the vehicle doing?”

“How long has it been doing that?”

“Does it happen once in a while or pretty much all the time?”

“Does it happen when the vehicle is cold or after it warms up?”

“Do you detect any noise or unusual vibrations?”

“Has anyone worked on this problem for you in the past?”

“Are you concerned whether or not it is safe to drive?”

You may want to ask very specific questions like engine size, trans-mission type, clutch size, etc. Whatever might be appropriate. Whenyou get to the question the customer can’t answer, it becomes thereason they need to bring the vehicle in.

Page 137: Tech Only 2009 Atra Powertrain Expo

134

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

Explain Your Position

Once you have gathered as much information as you can, say:

5) “Well, based on what you’ve told me, it still sounds like itwould be in your best interest to take advantage of our free prelimi-nary check. There are a number of things that can cause this condi-tion and there may be more than one way to solve the problem.Once again there is no cost to you and we can do it while you wait.”

Ask for the Appointment A gain

Always try for another close after you have handled the objection,say:

“Is there any reason why you couldn’t come by and let us take aquick peek at it?”

“Can you bring it in this morning or would this afternoon be betterfor you?”

Page 138: Tech Only 2009 Atra Powertrain Expo

135© 2009 ATRA, All Rights Reserved

The Essentials of Selling

If They Do A gree To An Appointment

Ask:

“Can I get the correct spelling of your name? …”And a phone num-ber at which I can reach you would be?”

Always get a phone number and the correct spelling of their name.

You don’t really have an appointment until you have aphone number!

Then say:

“Thank you, Mr/Ms ________. I have you down for _____ o’clock. Doyou know exactly where we are located?” (if they say they know or ifthey don’t, give them directions anyway) You say: “Then, as youknow, we are at ______, directly across from (or next to) _______.Once again, my name is ______. Please ask for me when you gethere.”

Page 139: Tech Only 2009 Atra Powertrain Expo

136

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

Objections And Their Handles

1) “I just want a price to fix my ________ (they name a specificjob or part).” You say: “I really wouldn’t want to mislead youby trying to guess at your problem or the cost of repairs. I can tellyou that our shop has always satisfied customers by checking carsthoroughly to determine what, if any repairs are necessary. We’vefound that saves our customers the most money. Isn’t that whatyou’d like to do?”

l NOTE: Never say things like, “I don’t quoteprices on the phone or I can’t give you a price or Iwon’t give you a price.” These are all negatives andthe refusal of a direct request.

l Always be positive. Say, “I’ll be happy to give you aprice just as soon as you give me a chance to check outthe problem.”

If they continue to insist on a price for a specific job or part, you say:“It’s obvious that price is a concern to you. So I know you wouldn’twant to pay for a (name the job or part) if it turned out you didn’tneed it, would you?”

The answer will always be, “No, of course not!”

Then you say: “I wouldn’t want to see you do that either. So whydon’t you stop in and let me check to see if you really do need itand if there is any way I can save you some money?”

If they want to know the most it will cost, you say:

“Gee; The most it can cost at this point is about thirty minutes ofyour time for us to check out the problem. Then we’ll be in a muchbetter position to advise you as to what’s needed. Would 11 o’clockbe a good time for you to bring the car in or is 3 better?”

Page 140: Tech Only 2009 Atra Powertrain Expo

137© 2009 ATRA, All Rights Reserved

The Essentials of Selling

2) When they ask for a price you can ask, “Have you gotten anyother prices?” If they say, “Yes”, then ask, “If you already have otherprices is there any reason in particular why you haven’t yet brought itanywhere to be fixed?

They may answer in a number of ways:

They may say that nobody they called offered to check out theproblem. All they did was quote a price. Then you say, “Why that’soutrageous. Do you mean to tell me in this day and age when every-thing is so complicated, someone would still quote a price withoutfirst looking at the vehicle? Don’t you think that’s a little strange?”....

“Do you think there is any possibility that if you brought the car tosomeone like that and he later found that it took something less tofix it, he might go ahead and charge the amount you alreadyagreed to on the phone?”

3) When they tell you they are shopping around and that all theprices they’ve gotten seem too high. Tell them: “The most expensiverepair is the one you don’t need. Any price would be too high if it isfor work that isn’t necessary. It would probably be worth your whileto stop in and let my certified technicians have a look. They justmight be able to save you a considerable amount of money.”

4) When they say, “You must be able to give me a price, I’m sureyou’ve worked on hundreds of these.” Tell them: “We have, andthat’s why we know how different each circumstance can be, andsince we don’t want to see you spend any more than youhave to, why don’t you stop in and let us find out exactly what yourproblem is and see if there is any way we can save you somemoney?”

Page 141: Tech Only 2009 Atra Powertrain Expo

138

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

5) If they say, “What did the last one cost?” You say, “Let methink. To the best of my recollection the last one with a problemlike yours had a little wire that popped off. We put it back on andtold the customer to have a nice day. It might work out the same foryou. Why don’t you come in and we’ll see what we might be able todo to save you some money?”

6) When they tell you they have already had it checked byanother shop and have a price, you ask, “Is there any reason, asidefrom price, why you didn’t allow them to do the work?” Theymight tell you about something they saw at that shop and didn’tlike or that they were somehow mistreated. No matter what it is,respond by saying, “Why that’s outrageous. That type of thingwould never happen here….

I wish you would stop by and see how well we would handle thatsituation (elaborate).

If they say they just thought they might be able to get a better price,tell them that it’s very possible that you might be able to give themthe better price they are looking for if they will just give you thesame opportunity the other shop had to check out the problem….

Say, “Just like doctors, auto technicians many times view problemsand solutions differently. They all have different levels of trainingand equipment. My technicians are all certified to repair and diag-nose properly, based on the highest industry standards. Why don’tyou come in and see what they can do to help you? You may bepleasantly surprised at how much they might save you.”

Page 142: Tech Only 2009 Atra Powertrain Expo

139© 2009 ATRA, All Rights Reserved

The Essentials of Selling

7) If a meddlesome neighbor or “would be mechanic” hasalready diagnosed the problem and convinced them they need acertain type of repair and, of course, planted a very low price in theirminds…..

You say, “I’m sure he did a fine job of checking out the problem. Butwe’ve found over the years that there are sometimes several solu-tions to the same problem. Some of which can actually save you afair amount of money. You wouldn’t want to spend any more thanyou have to, would you?”

If they say, “Of course not.”…

You say, “I thought that’s the way you’d feel. So why don’t you stopby and let us put our many years of experience to work and see if wecan find a fix that will save you some money?”

8) If a husband goes off to work leaving his wife to call aroundand get prices and she says, “My husband told me to get a price.”You say, “I think the best thing I can do for you is to set up an ap-pointment for us to take a look at the problem. Once we knowexactly what’s wrong I’ll be in a much better position to explain it toyou and to your husband. Is this morning or this afternoon better foryou?”

9) If they ask for a price, you can ask; “Is it the price you’reconcerned with or the cost? If they ask, “Aren’t they the same thing?”You say, “Well, not really. Anyone can give you a price on the phone,but it’s hardly ever accurate and usually misleading. A cost is some-thing you can only get after a qualified technician has checked outthe problem. If you’d really like to know what it will cost let me set upan appointment for you.”

10) If they want a ball park figure. You say, “There are lots of ballparks, Little League right up to the Majors. But I wouldn’t want tomislead you. The only way to know which ball park we’re in is tocheck out your problem. Is tomorrow morning good for you or is theafternoon better?”

Page 143: Tech Only 2009 Atra Powertrain Expo

140

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

11) The heavyweight price pusher. He’s asked you for the pricesix times and is not listening to any of your valid recommendations.

He says, “I have to have a price.”You say (very slowly), “Is the price your only concern?”He might say, “Well no, I want the car fixed right.”

Then you say, “Sir, that is exactly what I want to do for you. But inorder to do that I must have a chance to check out your problemcorrectly and offer you the best possible solution. Isn’t that whatyou really want after all?”

What if he says instead, “Yes, the price is my only concern!”

You say, “Let me get this right. You’re telling me that you are goingto base the decision on where you’ll have your car worked onstrictly on price and nothing else. Don’t you think that might be alittle dangerous?”

If he says, “Might be, but I’ll take my chances.”

You say, “That’s too bad because many times a service providerthat’s perceived to be more expensive can actually save you timeand money by thoroughly checking out the problem to find themost economical solution. That’s what you really want, isn’t it?”

If he says, “Of course it is, but look, if you can’t give me a price I’msure I can find someone else who can.”

You say, “It’s not that I can’t pull a number out of the air like someothers might do. It’s that I want to be sure I’m giving you the bestprice based on your needs. So if you can bring the car in I’ll behappy to check to see if there is any way I can save yousome money.”

Page 144: Tech Only 2009 Atra Powertrain Expo

141© 2009 ATRA, All Rights Reserved

The Essentials of Selling

If he says, “I just want the best price in town.”

You say, “Good, that’s exactly what I want to give you. The best priceis the one that gets your car fixed right the first time in the mosteconomical way possible. Wouldn’t you agree? That’s exactly whatI’m offering you, a chance to save money by going about itright the first time. It will only take about thirty minutes to findout how much I might be able to save you. Would 9 o’clock bea good time for you to come in or is 11 better?”

NOTE 1: RATIONAL PEOPLE WILL UNDERSTAND ALL YOURARGUMENTS FOR THEM BRINGING THE CAR IN TO BECHECKED BEFORE GETTING A PRICE. IF YOU LOSE ONEWHO CAN’T OR WON’T UNDERSTAND, DOES IT REALLYMATTER? HE OR SHE ISN’T QUALIFIED ANYWAY. SOMEPEOPLE AREN’T.

NOTE 2: A CALLER WHO ACTS IRRATIONALLY AND JUSTKEEPS PUSHING YOU FOR A PRICE COULD VERY WELL BEYOUR COMPETITION WITH NOTHING BETTER TO DO THATDAY THAN TRY TO FIND OUT WHAT EVERYONE ELSE ISCHARGING. DON’T GIVE THEM THE SATISFACTION.

Page 145: Tech Only 2009 Atra Powertrain Expo
Page 146: Tech Only 2009 Atra Powertrain Expo

143© 2009 ATRA, All Rights Reserved

The Essentials of SellingLesson 2

Handling Price Objections and ClosingTechniques

Close On Price Objections

HERE ARE SOME OF THE BEST TECHNIQUESFOR CLOSING ON CUSTOMER PRICE

OBJECTIONS

Someone Might Do It For Less

Customer says:“Why should I pay you that much? I’m sure I can find someone to doit for less.”

You say:“There is always someone who can do it for less if you’re willing tomake the sacrifices that go along with a low price.”

“So let me ask you, if you were running this service department,would you want to give your customers good service, quality work,and a good warranty?”

Customer will say:“Of course I would.”

You say:“So would I, it’s what keeps good customers like you coming back,but this is what we need to charge to accomplish that goal.”

“Based on our facility and the way we’ve taken care of you so far I’msure you can agree with that, can’t you?”

“By the way, will you be taking care of this with cash or using one ofyour credit cards?”

Page 147: Tech Only 2009 Atra Powertrain Expo

144

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

Customer says:“Joe Blow says he can do it for $___.”

You say:“Maybe Joe knows what his work is worth, but how do you think hecan do it so cheap?”

Customer says:“I don’t know and I’m not sure I care.”

You say:“Well, you might care later on if it doesn’t go well, but let me askyou this. Do you think my labor rate is fair?”

Customer will probably say:“I guess so.” (because all the labor rates in most towns are with $5of each other)

You say:“According to the industry standard Time and Parts Guide, thepricing book that all auto repair businesses use, this job calls for“X” number of hours labor. When you multiply that by the laborrate, at the price Joe gave you, that doesn’t leave any room for theparts.”

“Now Joe has to make a living just like everybody else. So do youthink there is anything he might have left out of that price or mightleave out of the job to be able to do it so cheap?”

“You know, the sweetness of low price can be quickly replaced withthe bitterness of poor quality. I’m sure you’d like the quality youdeserve for your investment. Wouldn’t you?”

Ask another closing question:“I can have the work done for you by the end of the day or wouldtomorrow be better for you to pick up the car?”

They Have A Much Lower Price

Page 148: Tech Only 2009 Atra Powertrain Expo

145© 2009 ATRA, All Rights Reserved

The Essentials of Selling

Customer says:“Your price is too high or that’s too much money.”

You say:“What makes you feel my price is too high (or that’s too muchmoney)?”

Note:When customers tell you your price is too high they are trying to getyou to lower it or defend it. Either of those would place you in a veryweak position. You need to deal from strength, not weakness.

So asking this question puts the burden on the customer to tell youexactly why they feel your price is too high. They have to try to de-fend their position. That gives you strength. Listen very carefully. Thecustomer is about to tell you the one piece of information you needto close the sale.

That’s A Lot Of Money

Customer says:“That’s a lot of money!”

Agree:“You’re right, that is a considerable amount.”

Then say:“But it is the right amount to have your car repaired properly, and Iknow that’s what you really want, isn’t it?”

Immediately ask a closing question:“Would you like to pick it up by 5 o’clock or would tomorrow on theway to work be better for you?”

Your Price Is Too High

Page 149: Tech Only 2009 Atra Powertrain Expo

146

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

Customer says:“I don’t have the money to get my car fixed.”

You say:“If I can find you the money, can we go ahead with the repair?”

Listen very carefully to the customer’s answer:

If the customer says:“Sure, if you can find me the money, let’s go.”

The customer is indicating that he or she really doesn’t have themoney, they do want the car fixed and there is no price objection.Your job is to find them some money.

However, if the customer hesitates at all, what they are really sayingis:“I got it, you ain’t gettin’ it.”

It is a “Price Objection”, not a “No Money Condition”.

You must then say:“It seems to me like in addition to feeling that you don’t have themoney, something else seems to be bothering you. Can I ask whatthat is?”

You are now forcing them to give the real objection, that your priceis too high.

Then simply say:“What makes you feel my price is too high?”

That puts you right back where you want to be, making the cus-tomer justify their price objection.

Got No Money, Honey!

Page 150: Tech Only 2009 Atra Powertrain Expo

147© 2009 ATRA, All Rights Reserved

The Essentials of Selling

Find out what they will do:

“Then tell me, what will you do for transportation?”There are only 3 choices:

“I’ll park it, I’ll trade it for another used car, or I’ll trade it for a newcar.”

If they say:“I’ll park it. It’s an extra car anyway.”

Understand that men will threaten to park anyone’s car but theirown.

You ask:“Who normally drives this car?”It will probably be the wife or one of the kids.

Then, no matter what, relate a story about yourself in a similar situa-tion, say:“It’s funny, but a couple of weeks ago I found myself in a situationvery similar. My wife’s car needed even more repairs than yours.Money being tight and all, at first I didn’t want to fix it. Then Ithought about all the things she needs the car for everyday (elabo-rate) and I pretty quickly realized that it had to be fixed. Isn’t thatabout the same way you feel?”

When They Say They Won’t Fix It

Page 151: Tech Only 2009 Atra Powertrain Expo

148

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

Tell them:“You’re already driving a used car, but we’ve done a thoroughinspection of yours and we’re confident that once this repair ismade you can look forward to many thousands of safe and depend-able miles from it for far less than the cost to replace it.”

Or tell them:“You might be right, but have you considered that most peopledon’t trade cars in these days unless they have serious problems,just like you’re having right now. So how would you feel if you lost alot of money selling this car because nobody wants to buy a brokencar, then spent thousands of dollars on your new used car andwound up with an even worse problem than you have now? Thefact is, you know what you have, you don’t know what you’re goingto get. Why don’t you let us fix it right and give you the peace ofmind you really want?”

If They Want To Trade It On A Used Car

Page 152: Tech Only 2009 Atra Powertrain Expo

149© 2009 ATRA, All Rights Reserved

The Essentials of Selling

Ask them:“Were you planning to buy a new car right now? You know, for whatthe first three payments would be on a new car we can have youback on the road and save you 57 payments. Don’t you think thatwould be in your best interest?”

Or you might say:“You know, for what the sales tax would be on a new car, we canhave you back on the road, and you know you don’t get anything forsales tax, do you?”

You might also try:“I’m sorry. It looks like I made a terrible mistake in judgment.”WAIT TILL THE CUSTOMER ASKS WHAT YOU MEAN BY THAT

Then say:“When you first walked in here I said to myself, there’s a man whoreally wants value for his money. But I guess I was wrong.”

The customer will have to say: “You weren’t wrong. I do want value for my money.”

Then you say:“No, I must have been mistaken. I just didn’t figure you for the kindof a man who would be willing to spend $20,000 to solve an $800problem?”

If They Want To Trade It On A New Car

Page 153: Tech Only 2009 Atra Powertrain Expo

150

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

You say:“You know, our job here is to install parts that we know to be topquality so we can give our customers the most professional serviceand the best possible warranty… Do you think it’s fair to ask that wewaste your money and my time installing a part that might wellbe worse than what you have now? Why don’t you let us go aheadand do it the right way to give you the peace of mind you reallywant?”

Or you might say:“Let me ask you this; two weeks ago was that part functioningnormally in your car?”

They will probably say:“Yes, two weeks ago it was…”

Then you say:“Now, if your car would have been in a total wreck two weeks ago itprobably would have ended up in that junk yard. They would havetaken the car apart and sold someone like yourself that part thatonly had two weeks worth of life left in it… That unsuspectingperson might have paid several times to have the part installedbefore finding one that would last, probably costing more than theproper repair would have, and definitely without a decent warranty.I’m offering you the peace of mind of having it done right the firsttime. That can save you a lot of money in the long run. Wouldn’tyou agree?”

If They Want To Bring You A Used Or LowQuality Part

Page 154: Tech Only 2009 Atra Powertrain Expo

151© 2009 ATRA, All Rights Reserved

The Essentials of Selling

You say:“That’s fine, You might be right to want to think it over, but beforeyou do can I just ask you a few questions?”

“Just to get it clear in my mind, what is it that you wanted to thinkover? (no pause)

Is it the appearance of our service department?Is it the way we’ve taken care of you so far?Is it the quality of our repairs?Is it the time we need to do the work?Is it the warranty we offered you?Is it the price?”

NOTE: When you get them to admit that they think your price is toohigh go right back to the question…

“So, then tell me; what makes you feel my price is too high or thatit’s too much money?”

REMEMBER: You can’t handle a price objection until you knowthe real reason behind it.

NOTE 1: If you let them off the phone or out the door on an “I’llthink it over”, they will shop your price all over town. You must doyour best to close the sale now.

If They Want To Think It Over

Page 155: Tech Only 2009 Atra Powertrain Expo

152

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

It is best to try to close major sales in the morning or the middle ofthe day. Late in the afternoon or on the last day of the workweekgives them a chance to talk it over with everyone they know. Ifanyone makes them think they can do better, they will probably callthe next business morning to stop you from proceeding.

Closing Techniques

The I’m Not Going To Sell You AnythingClose

This close is designed to inform the customer that at the end of thepresentation they will need to commit to either going ahead or not.It helps eliminate the “I want to think it over” objection.

Customers don’t want to be sold anything. By telling them that youdon’t want to sell them anything you put that fear aside.

When you call the customer back after a diagnostic inspectionservice start out by saying, “Mr. Customer, I’m a salesman. That’sno big surprise, but what might be a surprise is that I’m not goingto try to sell you anything.

What I will do is explain what you need and why you need it. I’ll giveyou all of your options along with the associated prices. Then I’llsimply ask you to decide which one best suits your needs.

You might even tell me that none of them do, in which case we’llhave to find you an alternative. So all I’m going to ask you for is adecision at that point. Is that fair?”

The Best Time To Close

Page 156: Tech Only 2009 Atra Powertrain Expo

153© 2009 ATRA, All Rights Reserved

The Essentials of Selling

This close is for the customer who tells you he can’t buy because ofall the terrible things that have happened to him lately. He lost hisjob, his wife needs an operation, the furnace just broke in his house,etc.

You say, “Wow, with everything that’s going on in your life right nowthe last thing you’d want to worry about is your car and howyou’re going to get around. Wouldn’t you agree?

That’s why I know that our premium service, the one with the 3 year36,000 mile warranty would give you the peace of mind you need.With your okay we’ll get going on it right away so you can take careof all those other challenges. We can have it ready by tomorrowevening or would you rather pick it up Thursday?”

The That’s Why You Need It Close

Page 157: Tech Only 2009 Atra Powertrain Expo

154

The Essentials of Selling

© 2009 ATRA, All Rights Reserved

When the customer hesitates to pay your price, don’t think that youhave to give a big discount in order to make the sale. In actuality thepromise that you will try to find a less expensive part or that if it goesreally well and some time is saved you might be able to pass thesavings along to your customer, goes a long way.

It shows that you are concerned for them and trying to help withtheir financial problems. It makes them think you are flexible even ifyou aren’t.

Say, “I have a supplier up in New York that can usually get me theparts for 5 to 10% less. Although the parts are the same quality Imust admit I don’t use him very often because it takes three days forthe parts to get here.

I normally get parts the next morning through my local suppliers.Now it looks like I might be able to save you about $35.00 if you’rewilling to wait the extra three days. Would you like me to go aheadand do it that way?”

Note: Most people will tell you to just go ahead and get the partsthrough your local source. If they don’t, it’s okay. They just took allthe time pressure off you for the bargain price of $35.

The Assumptive Close

“With your approval right here, (showing them where to put thereauthorization signature) we’ll start on it right away.”

In this close you tell them what you are going to do. If they don’twant you to go ahead, they will stop you.

The I Might Be Able To Get It For YouCheaper Close

Page 158: Tech Only 2009 Atra Powertrain Expo

155© 2009 ATRA, All Rights Reserved

The Essentials of Selling

Notes: _____________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

Page 159: Tech Only 2009 Atra Powertrain Expo
Page 160: Tech Only 2009 Atra Powertrain Expo

157

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

Putting your ideas into action!

By

www.jaygubrud.comA Catalyst for Performance Improvement651-635-9939

Shifting Gears andChanging Lanes

Page 161: Tech Only 2009 Atra Powertrain Expo

158

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

Page 162: Tech Only 2009 Atra Powertrain Expo

159

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

Mindset:

“Don’t bother me with the facts, I already have my mind made up!”

“A mindset is like a lease on a car, it can limit us”

Jay Gubrud

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 163: Tech Only 2009 Atra Powertrain Expo

160

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

Top 15 Roadblocks to Action

· New patterns can disrupt the foundations upon which wehave built our lives

· We sabotage ourselves. We know action is needed and waituntil it is too late

· Other people’s opinion (rejection)· Never done it before (fear of unknown or failure)· It has been tried before· We will be expected to maintain a new level of operating· We get paralyzed and procrastinate· Laziness· Blaming other people or “the system” for making you change

· Basing your progress or action on something or someoneout side your control i.e. I will do _____________ when_____________ happens.

· Lack of action or action is unaltered· Your commitment level· Others don’t want you to change!

“We are all just actors in other people’s play.”WIIFM – what is in it for me?

· Lack of clarity about where you are going

Page 164: Tech Only 2009 Atra Powertrain Expo

161

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

Four Reactions to Change

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Nose to the g_________________________

G____________________________

D_______________________ in h___________________

New ________________________

Page 165: Tech Only 2009 Atra Powertrain Expo

162

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

Nose to the Grindstone

- Use a web search engine to find meetings, events, articles and other resources in and for your industry.

- Attend a local or national association meeting in your industry.

- Ask someone you respect for a book they recommend and read it!

- Hire a trainer or speaker on a topic your employees could benefit from.

- Ask a peer who you look up to for suggestions on what areas you could improve in.

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 166: Tech Only 2009 Atra Powertrain Expo

163

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

Gossip

“In my opinion”- Blake Lundsford uses

“I believe”

“I feel”

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 167: Tech Only 2009 Atra Powertrain Expo

164

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

Deer in headlights

Priorities for the day:

New Job

1. 2.

3. 4.

5. 6.

7. 8.

Lee Stoerzinger ( www.leestoerzing.com )Daily Fun Plan

Date: ____________

- Learn one new topic about my business

- One excellent article for “The Envisionary” (his newsletter)

- Hand out cards, newsletters or write to someone

- Work on one part of the strategic plan

- Set 3 appointments

Page 168: Tech Only 2009 Atra Powertrain Expo

165

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

New Job

According to Jake Gibbs of Legacy Frontiers,(www.legacyfrontiers.com) people tend to be unhappy in their jobwhen they are not engaged. There are two questions to ask your-self if you feel disengaged: 1) Are you rusted out? 2) Are you burned out? These are two leading causes to disengagement andultimately decrease satisfaction on the job.As a rule of thumb, unless the situation is unhealthy, you may wantto try to leverage your investment in your current job. Many compa-nies support career webbing or career development within thecompany. This can also be a great opportunity to rediscover yourtalents and shoot for that raise you have been looking for.

Page 169: Tech Only 2009 Atra Powertrain Expo

166

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

4 Major Fears

U__________________________

F__________________________

R__________________________

S__________________________

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 170: Tech Only 2009 Atra Powertrain Expo

167

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

Healthy Conflict

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

· Don’t a________________ the other person· A_________________ the other perspective· Be h____________ about what you promise· Keep the b_______________________ open

Page 171: Tech Only 2009 Atra Powertrain Expo

168

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

Pro__________ vs Per_____________

“I am thinking the same thing about you!”

Bumper Sticker on beat up VW

R______________ Ex______________

· Like 80% of job· Is it within my control?· Do these things happen to others?· What lesson can I take away?· What do I need to do to recalibrate?· Who is really good at what I want to do?· What resources can I draw upon to change?

Page 172: Tech Only 2009 Atra Powertrain Expo

169

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

Getting the Best Out of People!

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

· Meet them where they are at· Empathize; explore their story· Express feeling; don’t accuse· Admire what is good and unique in others· Urge others to be true to themselves, then they will be true to

you.

Page 173: Tech Only 2009 Atra Powertrain Expo

170

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

Feedback!

Managers who provided frequent recognition and encouragementwere rewarded with an increase productivity of 31%.

2009 study by two graduates of the University of Pennsylvania’sApplied Positive Psychology Program

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 174: Tech Only 2009 Atra Powertrain Expo

171

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

Pain/Time Chart

PainTime

PainTime

Page 175: Tech Only 2009 Atra Powertrain Expo

172

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

Requirements for change

1. Have you found good enough reason?

2. Are you committed?

3. Are you in control?

Notes:_________________________________________

______________________________________________

_______________________________________________

______________________________________________

______________________________________________

_______________________________________________

______________________________________________

_______________________________________________

Page 176: Tech Only 2009 Atra Powertrain Expo

173

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

Ideas you want to put into action orthings you want to change

1. Have you found a good enough reason? Are you committed? Employees? Is it within your control? What would need to happen to be in control?

2. Have you found a good enough reason? Are you committed? Employees? Is it within your control? What would need to happen to be in control?

3. Have you found a good enough reason? Are you committed? Employees? Is it within your control? What would need to happen to be in control?

Page 177: Tech Only 2009 Atra Powertrain Expo

174

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

Resources

• Someone who has mastered a trait• Tapes and videos• Books

Lieberman, David Ph.D., Make Peace with Anyone. St Martins, 2002Loehr, Jim, The Power of Full Engagement. Free Press, 2003Grabhorn, Lynn, Excuse me, your life is waiting. Hampton, 2000White, Bowen, Why Normal Isn’t Healthy. Hazelden, 2000Meyers, David, The Pursuit of Happiness. Avon, 1992.Hakim, Cliff, We are all self employed. Berret Koehler, 1994Bradshaw, John, Homecoming. Bantam, 1990.Johnson, Spencer M.D., Who moved my cheese. Putnam’s, 1998

Page 178: Tech Only 2009 Atra Powertrain Expo

175

Putting your ideas into action!

© 2009 ATRA, All Rights Reserved

Notes:_____________________________________________________

__________________________________________________________

_________________________________________________________

_________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

Page 179: Tech Only 2009 Atra Powertrain Expo

176

Shifting Gears and Changing Lanes

© 2009 ATRA, All Rights Reserved

Page 180: Tech Only 2009 Atra Powertrain Expo

177© 2009 ATRA, All Rights Reserved

Round Table Discussion

Hosted ByThom Tschetter

Ready... Set...Action!

Page 181: Tech Only 2009 Atra Powertrain Expo

178

Round Table Discussion

Ò 2009 ATRA, All Rights Reserved

Notes:_____________________________________________________

__________________________________________________________

_________________________________________________________

_________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

________________________________________________________

Page 182: Tech Only 2009 Atra Powertrain Expo

179© 2009 ATRA, All Rights Reserved

Round Table Discussion

List five things you think need improvement in your business, or new projects you’dlike to work on. Take your time and be as specific as possible.

1. ___________________________________________________________

2. ___________________________________________________________

3. ___________________________________________________________

4. ___________________________________________________________

5. ___________________________________________________________

Now consider the list you’ve made and decide on the single most important changeyou’d like to make in your business, and write it down below. This is your project starter forthis weekend. As you go through each program this weekend be specifically alert to howthe material presented applies to this project.

Now take your key problem or project from above and put it in the form of a question.This is important because a question moves you into finding ways to get to DATA COL-LECTION. Here are some sample problems, put in the form of a question:

Problem: I’d like to increase my car count.

Question: What is my current car count?

Problem: I’d like to get more production from my rebuilder(s).

Question: How long does it take my rebuilder(s) to rebuild a transmission?

Problem: I think my advertising is ineffective.

Question: Where do most of my customers learn about my business?

Thursday Evening:

Page 183: Tech Only 2009 Atra Powertrain Expo
Page 184: Tech Only 2009 Atra Powertrain Expo

181© 2009 ATRA, All Rights Reserved

Round Table Discussion

Now it’s your turn. Take your most pressing issue, the one you listed on the first pageand put it in the form of a question:

___________________________________________________________

___________________________________________________________

Now that you have your problem or project in the form of a question, what data do youneed to collect, and what tools do you need in order to collect it?

Data needed: __________________________________________________

_____________________________________________________________

Tools needed: _________________________________________________

_____________________________________________________________

Tomorrow, you’ll set out to find how you might use the information in the continuingWhat’s Working programs to help you collect the data and tools you need to answer yourmost pressing question for your business improvement. It’s important that you only focuson one area of your business to improve. If you find other information that might help youin other areas of your business make notes but don’t lose track of the main business im-provement you want to accomplish.

See you tomorrow!

Page 185: Tech Only 2009 Atra Powertrain Expo
Page 186: Tech Only 2009 Atra Powertrain Expo

183© 2009 ATRA, All Rights Reserved

Round Table Discussion

Now it’s time to gather information to improve your business. Focus on the informa-tion that is relevant to the question you wrote last night. In addition, some of the informa-tion you gather will not only help you with gathering information for your question, but givesome insight on improving this problem area once you collect your data. If a presentationdoes not appear to have relevant information for your specific problem area make sure youask the presenter. Present them with your question statement and have them help youbefore they conclude the program.

Use the spaces below for information from each program that relates to your businessimprovement area.

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

Friday

Bob Spitz, Building a Winning Team:

Bob Cooper; Blueprint for Success:

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

Maylan Newton, From Consumer to Customer:

Page 187: Tech Only 2009 Atra Powertrain Expo
Page 188: Tech Only 2009 Atra Powertrain Expo

185© 2009 ATRA, All Rights Reserved

Round Table DiscussionSaturday

Scott Johnson, The only Thing for Sure is Change:

Hosted by

Marc Slutsky, Street Fighter Marketing

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

Page 189: Tech Only 2009 Atra Powertrain Expo
Page 190: Tech Only 2009 Atra Powertrain Expo

187© 2009 ATRA, All Rights Reserved

Round Table Discussion

Saturday, cont...

Terry Greenhut, The Essentials of Selling

Jay Gubrud, Shifting Gears and Changing lanesPutting Your Ideas to Work!

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

____________________________________________________________________

Page 191: Tech Only 2009 Atra Powertrain Expo
Page 192: Tech Only 2009 Atra Powertrain Expo

189© 2009 ATRA, All Rights Reserved

Round Table Discussion

Now it’s time to collect your thoughts and review the area of your business you want toimprove. Let’s recap some of the information you’ve gather so it’s all in one place.

My problem question is: _____________________________________________________

__________________________________________________________________________

The data I need to collect is:_________________________________________________

_________________________________________________________________________

The tools I’ll use to collect the data are: _______________________________________

_________________________________________________________________________

And don’t forget your accountability partner.

My Accountability Partner is:

Name: ____________________________________________

Shop: _____________________________________________

Address:____________________________________________

___________________________________________

Phone number: ______________________________________

e-mail ______________________________________________

Page 193: Tech Only 2009 Atra Powertrain Expo
Page 194: Tech Only 2009 Atra Powertrain Expo

191© 2009 ATRA, All Rights Reserved

Round Table Discussion

10-Day Goal: Set a 10-day goal to begin collecting data to answer your problemquestion.

My 10-day goal date is:____________

60-Day Data Collection: In most cases you’ll need 60 day’s worth of data inorder to form an accurate conclusion.

My 60-day data collection date is:____________

Data Analysis: Now that you have your data collected, what conclusions can youmake, based on this data?

______________________________________________________

______________________________________________________

______________________________________________________

______________________________________________________

______________________________________________________

Ought Statement: Your data states your “Is” portion of the Is– ought gap. The“Ought” statement places your target or goal. What new target do you want to set for your project?

_______________________________________________________________

_______________________________________________________________

_______________________________________________________________

_______________________________________________________________

_______________________________________________________________

Page 195: Tech Only 2009 Atra Powertrain Expo
Page 196: Tech Only 2009 Atra Powertrain Expo

193© 2009 ATRA, All Rights Reserved

Round Table DiscussionAction Plan for Improvement:

List the actions you’ll take to achieve your new target. Make sure you include a date toachieve it.

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

Date:_________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

Date:_________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

Date:_________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

Date:_________

Congratulations, you’ve just accomplished a DMAIC project. Make sure you continueto monitor this project so it stays in control. Now you’re ready for your next project!

Sincerely,The What’s Working Team.

Page 197: Tech Only 2009 Atra Powertrain Expo
Page 198: Tech Only 2009 Atra Powertrain Expo

800.346.6091 • www.exedyusa.com

Friction Products ...From the world’s largest independent manufacturer of torque converters and the world’s largest manufacturer of combined wet and dry friction products...

Page 199: Tech Only 2009 Atra Powertrain Expo

RatioTek™

RT-4L60E Improves: Shift firmness - Fix TCC Slip Code1870 - Eliminates the need to replace TCC Regulator and

Isolator valves - No reaming. Restores pressure regulator booster valve function. Includes "Booster

Recovery System™" Patent Pending Eliminates the need to replace TCC PWM solenoid due to sticky valve. TCC will have full apply even if

solenoid has failed - saves $$. Adjust 1-2 shift firmness without removing VB.

For Hot Rods use kit # RT-4L60E-HD

Kit gives great performance at low cost. Boost pressure and shift firmness.

Adjust 1-2 shift firmness without removing VB. Includes Pan and Valve Body Gas-

kets.

NEW PRODUCTS A better way of shifting gears. SM Valve Body Kits

Fix Code 1870 Fast

Easy to Install - Low Cost - Great Results

Transcel Inc. 15902 A Halliburton #272 City of Industry, CA 91745

626-968-2754 Fax 626-961-8563 www.ratiotek.com

Provides 20% more torque for Lockup clutch. Has parts that stabilize line pressure, reducing main booster valve wear and bump 1-2 shift.

Kit Fits 1991-2006 4L60E and 4L65E models. Converts EC3 slip models to ON-OFF TCC apply.

RT-700R4 Improves: Shift firmness. Increase torque capacity.

Adjust 1-2 shift firmness without removing VB. Reduces down shift clunks.

Reduces sticky throttle valves.

For Hot Rods use kit # RT-700R4-HD

Kit gives great performance at low cost. Boost pressure and shift firmness.

Adjust 1-2 shift firmness without removing VB. Provides 20% more torque capacity.

Includes Pan and Valve Body Gaskets.

Easy to Install Low Cost - Great Results

Page 200: Tech Only 2009 Atra Powertrain Expo

RT-4F50N RT-AX4S 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 AXODE

Also fits AX4N

Fits 1995-2005 models

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 adjustable shift firmness.

Fits 1989-2004 models

Fits 1991-2003 models

RT-E4-REG Contains 3 steel valves

RT-E4-REG-WS Contains 3 steel valves with springs

Kits fit E40D and 4R100

Stick free hardened steel valves and high calibration springs.

RatioTek™ Valve Body Kits

RT-A750E Fits: Toyota & Lexus A761E 2003-2008

5 Speed Rear Wheel Drive Provides quick clean shifts and more

converter clutch holding power.

RT-A750E-HD Fits: Toyota & Lexus A761E 2003-2008

5 Speed Rear Wheel Drive Provides quick clean shifts and more

converter clutch holding power. Great for TRD blowers and NOS.

Easy to Install - Low Cost - Great Results

Page 201: Tech Only 2009 Atra Powertrain Expo

RatioTek™ software has books in color, plus - super fixes, videos, common complaints and tech information. Print pages for the bench.

Software installs to multiple computers. Takes 5 seconds to look up VB check balls.

www.ratiotek.com

Software for the serious transmission rebuilder.

RT-A761E Fits: Lexus A761E 2004-2008

6 Speed Rear Wheel Drive Provides quick clean shifts and more

converter clutch holding power.

RT-A761-HD High Performance

Fits: Lexus A761 2004-2008 6 Speed Rear Wheel Drive

Provides quick clean shifts and more con-verter clutch holding power.

Great for boosted turbos and NOS.

RT-4ATAXLE Fits: Subaru 4-ATAXLE 1998-2007

4 Speed AWD Provides quick clean shifts and more

converter clutch holding power.

RT-4ATAXLE-HD High Performance

Fits: Subaru 4-ATAXLE 1998-2007 4 Speed AWD

Provides quick clean shifts and more converter clutch holding power.

Great for boosted turbos and NOS.

RatioTek™ Valve Body Kits

Easy to Install - Low Cost - Great Results

Page 202: Tech Only 2009 Atra Powertrain Expo

TranStar/AXIOM 800-321-8830 RT-4L60E ask for part# A74165EA RT-4L60E-HD ask for part# A74169EA RT-AX4S ask for part# A86165E RT-4F50N ask for part# A86165H RT-E4OD/4R ask for part#A36165E Oklahoma Transmission Supply 800-288-3668 RT-4L60E ask for part# K77908ART RT-AX4S ask for part# K96908ERT RT-4F50N ask for part# K96908FRT RT-E4OD/4R ask for part# K36908ERT Slauson Trans Parts 800-421-5580 RT-4L60E ask for part# 7005170PN RT-AX4S ask for part# XOE5170EN RT-4F50N ask for part# X4N5170CN RT-E4OD/4R ask for part#E4D5170FN Idaho Transmission Warehouse 800-331-1632 RT-4L60E ask for part# RT-4L60E RT-AX4S ask for part# RT-AX4S RT-4F50N ask for part# RT-4F50N RT-E4OD/4R ask for part#RT-E4OD/4R VTP South Trans Parts 800-837-9770 RT-4L60E ask for part# RT-4L60E RT-AX4S ask for Part# RT-AX4S RT-4F50N ask for part# RT-4F50N RT-E4OD/4R ask for part#RT-E4OD/4R VTP Trans Parts 800-798-8268 RT-4L60E ask for part# RT-4L60E RT-AX4S ask for Part# RT-AX4S RT-4F50N ask for part# RT-4F50N RT-E4OD/4R ask for part#RT-E4OD/4R NATPRO 323-562-2111 RT-4L60E ask for part# K51943ERT RT-AX4S ask for part# K53943ERT RT-4F50N ask for part# K53943NRT RT-E4OD/4R ask for part#K37944RT

PDQ Auto Trans Parts 800-852-3351 RT-4L60E ask for part# RT-4L60E RT-AX4S ask for part# RT-AX4S RT-4F50N ask for part# RT-4F50N RT-E4OD/4R ask for part#RT-E4OD/4R WIT Transmission Parts 800-940-0197 RT-4L60E ask for part# A74165E RT-AX4S ask for part# A86165E RT-4F50N ask for part# A86165H RT-E4OD/4R ask for part#A36165E RT-A761E ask for part#A117165B RT-4ATAXLE ask for part#A23165E Automotive Wholesalers Inc. 800-231-3011 RT-4L60E ask for part# RT-4L60E RT-AX4S ask for part# RT-AX4S RT-4F50N ask for part# RT-4F50N RT-E4OD/4R ask for part#RT-E4OD/4R King-O-Matic Industries 800-268-2368 RT-4L60E ask for part# A74165EA RT-AX4S ask for part# A86165E RT-4F50N ask for part# A86165H RT-E4OD/4R ask for part#A36165E TW Products Inc. 623-877-9520 RT-4L60E ask for part# RT-4L60E RT-AX4S ask for Part# RT-AX4S RT-4F50N ask for part# RT-4F50N RT-E4OD/4R ask for part#RT-E4OD/4R

Valve Body Kits Distributors Part Number Interchange

Page 203: Tech Only 2009 Atra Powertrain Expo

1

EXPO 2009EXPO 2009

The 6F50N from the inside out and other Ford tips

By

Bill Brayton

Page 204: Tech Only 2009 Atra Powertrain Expo

2

EXPO 2009EXPO 2009This is just one of the

huge number of vehicles

that is equipped with

the 6F50N.

The 2009 Taurus

Page 205: Tech Only 2009 Atra Powertrain Expo

3

EXPO 2009EXPO 20096F50N applications

Identification

Page 206: Tech Only 2009 Atra Powertrain Expo

4

EXPO 2009EXPO 2009Clutch and Band Application Chart

Identification

Page 207: Tech Only 2009 Atra Powertrain Expo

5

EXPO 2009EXPO 2009Solenoid Application Chart

Failsafe

Page 208: Tech Only 2009 Atra Powertrain Expo

6

EXPO 2009EXPO 2009Pressure Tap Location and Specifications

Line Pressure

ATF Drain Plug

Diagnosis

Page 209: Tech Only 2009 Atra Powertrain Expo

7

EXPO 2009EXPO 2009New Diagnostic Trouble Codes

Clutch specific trouble codes

These codes are the result of the computer timing the shifts using the inputs from the TSS and the ISS.

Diagnosis

Page 210: Tech Only 2009 Atra Powertrain Expo

8

EXPO 2009EXPO 2009Clutch specific trouble codes (continued)

Diagnosis

Page 211: Tech Only 2009 Atra Powertrain Expo

9

EXPO 2009EXPO 2009Clutch specific trouble codes (continued)

Diagnosis

Page 212: Tech Only 2009 Atra Powertrain Expo

10

EXPO 2009EXPO 2009Clutch specific trouble codes (continued)

Diagnosis

Page 213: Tech Only 2009 Atra Powertrain Expo

11

EXPO 2009EXPO 2009Clutch specific trouble codes (continued)

Diagnosis

Page 214: Tech Only 2009 Atra Powertrain Expo

12

EXPO 2009EXPO 2009Clutch specific trouble codes (continued)

Diagnosis

Page 215: Tech Only 2009 Atra Powertrain Expo

13

EXPO 2009EXPO 2009Clutch specific trouble codes (continued)

Diagnosis

Page 216: Tech Only 2009 Atra Powertrain Expo

14

EXPO 2009EXPO 2009Clutch specific trouble codes (continued)

Diagnosis

Page 217: Tech Only 2009 Atra Powertrain Expo

15

Diagnosis EXPO 2009EXPO 2009Often times when DTC’s set the problem may happen so quickly that we cannot see what happens on the scan tool as we drive the vehicle. This is the time to

“shoot a movie” of the vehicles computer inputs and outputs. This way we can review the data in the bay frame by frame.

Shoot a movie

Page 218: Tech Only 2009 Atra Powertrain Expo

16

EXPO 2009EXPO 2009UNDER THE HOOD

3.5L Dual Overhead Cam

Page 219: Tech Only 2009 Atra Powertrain Expo

17

EXPO 2009EXPO 2009UNDER THE HOOD (continued)

Page 220: Tech Only 2009 Atra Powertrain Expo

18

EXPO 2009EXPO 2009UNDER THE HOOD (continued)

Page 221: Tech Only 2009 Atra Powertrain Expo

19

EXPO 2009EXPO 2009New for 2010!

3.5L twin turbo365 hp and 25 mpg

Taurus SHO

Page 222: Tech Only 2009 Atra Powertrain Expo

20

Under the carEXPO 2009EXPO 2009

Page 223: Tech Only 2009 Atra Powertrain Expo

21

EXPO 2009EXPO 2009Under the car

Line Pressure tap

Page 224: Tech Only 2009 Atra Powertrain Expo

22

EXPO 2009EXPO 2009

REBUILD INFORMATION

Page 225: Tech Only 2009 Atra Powertrain Expo

23

EXPO 2009EXPO 2009Lower Valve Body Identification

GM VB has an accumulator piston and spring here

Rebuild

Page 226: Tech Only 2009 Atra Powertrain Expo

24

EXPO 2009EXPO 2009Upper Valve Body Identification

Rebuild

Page 227: Tech Only 2009 Atra Powertrain Expo

25

EXPO 2009EXPO 2009Checkball Locations

Rebuild

Page 228: Tech Only 2009 Atra Powertrain Expo

26

EXPO 2009EXPO 2009Rebuild

Clutch pack disassembly/assemblyWe can use parts around the shop to fabricate the special tools we need for

disassembly/assembly.OD clutch return spring removal is simple with special tools.

Page 229: Tech Only 2009 Atra Powertrain Expo

27

EXPO 2009EXPO 2009Rebuild

Clutch pack disassembly/assemblyOD piston return spring removal

4T60E 4th clutch hub

Deep Socket

A4LD/5R55E rear ring gear

Page 230: Tech Only 2009 Atra Powertrain Expo

28

EXPO 2009EXPO 2009Clutch pack disassembly/assembly

Direct clutch snap ring removal.Use an AW50-42LE low/reverse piston or a 4L30E reverse piston. The 4L30E

piston will have to be modified with cut outs.

Rebuild

Page 231: Tech Only 2009 Atra Powertrain Expo

29

EXPO 2009EXPO 2009Rebuild

Clutch pack disassembly/assemblyDirect clutch snap ring removal.

Caution! Only press the direct clutch cylinder down far enough to remove the snap ring. Pressing the cylinder down too far can break the tab and the cylinder.

Page 232: Tech Only 2009 Atra Powertrain Expo

30

EXPO 2009EXPO 2009Rebuild

End Cover disassembly/assemblyIntermediate piston return spring removal

Use an E4OD or a RE5RO5A sun shell with two slots cut out on either side of the shell. Its best not to cut the slots any larger than 4inches. Any larger and the

return spring will get distorted when pressed down.

Page 233: Tech Only 2009 Atra Powertrain Expo

31

EXPO 2009EXPO 2009Rebuild

End Cover disassembly/assemblyRemoving the reverse piston snap ring is easy. Use a small screwdriver to pry the snap ring out of the groove. It normally jumps right out of the groove. Replacing

the snap ring can be tricky. Use a pair of C clamp vice grips to compress the return spring. Use a twisting motion to hold the snap ring in the groove. Move

around the cover until the snap ring is fully seated.

RemoveInstall

Page 234: Tech Only 2009 Atra Powertrain Expo

32

EXPO 2009EXPO 2009Rebuild

End Cover disassembly/assemblyThe sealing ring must be replaced on every overhaul. Ford has a few special tools

to do the job.

RemoveInstall

Page 235: Tech Only 2009 Atra Powertrain Expo

33

EXPO 2009EXPO 2009Rebuild

End Cover disassembly/assemblyThere is an easier way! To resize the stretched out sealing rings we can use a

small engine piston ring compressor. This ring compressor was bought on ebayfor 10.00$. A simple, effective tool.

Page 236: Tech Only 2009 Atra Powertrain Expo

34

EXPO 2009EXPO 2009

BULLETINS AND UPDATES

Page 237: Tech Only 2009 Atra Powertrain Expo

35

EXPO 2009EXPO 2009Solenoid body identification

The 6F50N has its own solenoid body identification procedure. That is the numbers on the solenoid body must match the numbers in the PCM. If the

numbers do not match transmission damage and driveability concerns may occur.

Page 238: Tech Only 2009 Atra Powertrain Expo

36

EXPO 2009EXPO 2009Solenoid body identification

These numbers must match the numbers programmed into the PCM

The 7 digit number is the solenoid body ID number

The 13 digit number is the solenoid body strategy number.

Page 239: Tech Only 2009 Atra Powertrain Expo

37

EXPO 2009EXPO 2009Solenoid Body Strategy Drive Cycle

Carry out the drive cycle after downloading the solenoid body strategy data file to the PCM.

NOTE: Always drive the vehicle in a safe manner according to driving conditions and obey all traffic laws.

1. NOTE: The engine and transaxle must be at normal operating temperature.Bring the transaxle to normal operating temperature.

2. With the engine running and the brake applied, move the selector lever through the gears in the following order, pausing in each gear for 4 seconds: N, R, N, D, R, D, N. Repeat this pattern 2 times. If any engagements feel soft or harsh, repeat this procedure.

3. Drive the vehicle and accelerate at a moderate throttle so that the upshifts occur at 2,000 rpm up to 80 km/h (50 mph) and brake moderately to a stop. Repeat this pattern 2 times.

4. Drive the vehicle and accelerate at a moderate throttle so that the upshifts occur at 3,000 rpm up to 80 km/h (50 mph) and brake moderately to a stop. Repeat this pattern 2 times.

5. With the engine running and the brake applied, move the selector lever through the gears in the following order, pausing in each gear for 4 seconds: N, R, N, D, R, D, N. Repeat this pattern 2 times.

Page 240: Tech Only 2009 Atra Powertrain Expo

38

EXPO 2009EXPO 2009UPDATED SUN SHELL AND BEARING

The earlier units had a problem with the sun gear breaking out of the shell. There is an updated shell and bearing to correct this issue

Sunshell part # 7T4Z-7A019-ABearing part # 7T4Z-7D090-A

Page 241: Tech Only 2009 Atra Powertrain Expo

39

EXPO 2009EXPO 2009COMPUTER UPDATES

Page 242: Tech Only 2009 Atra Powertrain Expo

40

EXPO 2009EXPO 2009

HARSH DRIVELINE CLUNK FELT AT LOW SPEED - BELOW 10 MPH (16 KM/H) -STOP AND GO DRIVING ON TIP-IN (COULD BE PERCEIVED AS A HARSH 1-2

UPSHIFT OR 2-1 DOWNSHIFT)

Factory computer updates

2008-2009 Taurus X, Taurus, Edge 2008-2009 MKX 2008-2009 Sable ISSUE:

Some 2008-2009 Taurus, Taurus X, Sable vehicles built before 10/15/2008, and 2008-2009 Edge and MKX vehicles built before 11/20/2008 may exhibit a harsh

driveline clunk at low speed, below 10 MPH (16 Km/h) during stop and go driving on tip-in may be due to a Powertrain Control Module (PCM) calibration. There is a

new calibration that will improve the low speed stop and go driving feelACTION:

Reprogram the PCM to the latest calibration using IDS release 57.10 and higher or 58.1 and higher. This new calibration is not included in the VCM 2008.11 DVD.

Calibration files may also be obtained at www.motorcraft.com.

THIS NEW CALIBRATION WAS IMPLEMENTED IN PRODUCTION ON OCTOBER 15, 2008 FOR THE 2009 MODEL YEAR TAURUS, TAURUS X, SABLE VEHICLES, AND ON NOVEMBER 20, 2008 FOR THE 2009 MODEL YEAR EDGE, MKX VEHICLES, THIS PROCEDURE DOES NOT APPLY TO ANY VEHICLE BUILT AFTER THOSE DATES.

NOTE:

TSB 08-26-13

Page 243: Tech Only 2009 Atra Powertrain Expo

41

EXPO 2009EXPO 2009Factory computer updates

STOPPED ON INCLINE - IN DRIVE OR REVERSE - WITHOUT BRAKE APPIED -VEHICLE ROLLS - BUILT BEFORE 11/28/2007

2008 Taurus X, Taurus 2008 SableISSUE:

For 2008 Taurus/Sable/Taurus X vehicles built before 11/28/2007, it is normal for the vehicle to roll while stopped on a slight incline, with the vehicle in drive or reverse gear and the brakes are not applied. There is a new calibration that will improve the hold capability on a slight grade and improve the ability to creep in drive and reverse. Customers should be advised that using the brake is still the

best way to avoid rolling on a incline, grade, or hill. ACTION:

Reprogram the powertrain control module (PCM) to the latest calibration using IDS release 52.4 and higher. This new calibration is not included in the VCM 2007.11 DVD. Calibration files may also be obtained at www.motorcraft.com.

THIS NEW CALIBRATION WAS IMPLEMENTED IN PRODUCTION ON 11/28/2007 AND THIS TSB DOES NOT APPLY TO ANY VEHICLE BUILT

AFTER THAT DATE.

NOTE

Page 244: Tech Only 2009 Atra Powertrain Expo

42

EXPO 2009EXPO 2009More Ford information

AWF-21TorqShift

Page 245: Tech Only 2009 Atra Powertrain Expo

43

EXPO 2009EXPO 2009AWF21

HARSH SHIFTING - NO DTCS - MILEAGE ABOVE 20,000 MILES (32,200 KM)

2005-2007 Five Hundred2006-2008 Fusion

2006 Zephyr2007-2008 MKZ

2005-2007 Montego2006-2008 Milan

ISSUE:Some 2005-2007 Five Hundred, Montego, and 2006-2008 Fusion, Milan, 2006

Zephyr and 2007-2008 MKZ vehicles equipped with an Aisin automatic transmission may experience shift concerns when the vehicle mileage gets above 20,000 miles (32,200 km). Shifting concerns are generally noticed during passing

maneuvers with transmission at temperatures greater than 212 °F (100 °C) operating temperatures. Symptoms may be present during downshift 5-3 at 35

MPH (56 km/h) and/or 4-3 at 20 MPH (32 km/h) with throttle opening at approximately 50% or greater and include:

Harsh shift and/or clunk noise Delayed shift and/or perceived slip/engine flare

Page 246: Tech Only 2009 Atra Powertrain Expo

44

EXPO 2009EXPO 2009

ACTION:Follow the Service Procedure steps to correct the condition.SERVICE PROCEDURE1. If diagnostic trouble codes (DTCs) are present in transmission control module

(TCM) / powertrain control module (PCM), do not continue with this procedure. Perform normal diagnostics. Refer to Workshop Manual (WSM), Section 307-01B

2. If no DTCs are present and mileage is below 20,000 miles (32,200 km) reprogram TCM / PCM and retest.

3. If no DTCs are present and vehicle is over 20,000 miles (32,200 km), fluid should be drained and checked for excessive contamination. If fluid is not burnt, the valve body should be replaced and TCM / PCM updated to the latest calibration level. Refer to WSM, Section 307-01B for main control valve body replacement.

AWF21HARSH SHIFTING - NO DTCS - MILEAGE ABOVE 20,000 MILES (32,200 KM)

(continued)

Page 247: Tech Only 2009 Atra Powertrain Expo

45

2006-2007 MilanMERCURY:2006 ZephyrLINCOLN:2006-2007 FusionFORD:

ISSUE:Some 2006-2007 Fusion, Milan and 2006 Zephyr vehicles built before 9/4/2006 equipped with a 3.0L engine and Aisin F21 automatic transmission may exhibit one or more of the driveability and/or transmission symptoms listed below. Engine Driveability•Diagnostic trouble code (DTC) P0606 •Powertrain lacks response •High idles after starting engine and lasting about 2 minutes •Intermittent hard to start Transmission•Transmission shifts too early / too late / too often •Gear changes take too long to complete •Shifts rough or jerky from park •Slow downshifts •Takes too long to engage and/or hesitates while shifting from Park to Drive or Reverse

AWF21EXPO 2009EXPO 2009

Page 248: Tech Only 2009 Atra Powertrain Expo

46

ACTION:Reprogram the powertrain control module (PCM) and transmission control module (TCM) to the latest calibration using IDS release IDS 46.10 and higher or IDS 47.1 and higher. This new calibration is not included in the VCM 2007.1 DVD. Calibration files may also be obtained at www.motorcraft.com.

EXPO 2009EXPO 2009AWF21

THE MORAL OF THE STORY: ALWAYS CHECK FOR COMPUTER UPDATES PRIOR TO ATTEMPTING ANY

REPAIRS

Page 249: Tech Only 2009 Atra Powertrain Expo

47

EXPO 2009EXPO 2009

TorqShiftDelayed reverse engagements

There are no solenoids except the line pressure control solenoid involved in the reverse application. The direct clutch and the low/reverse cutch receive oil

directly from the manual valve.

Delayed reverse engagements are caused by 2 things1. Low line pressure2. Worn hard parts

1. Use a gauge to determine if line pressure is low. Line pressure should be: 110psi @ idle and 300 psi @ WOT. Always use a high quality pressure control

solenoid (PCA).

2. Carefully inspect the front pump. Carefully inspect the pump. Pumps that don’t look all that worn have been found to cause low line pressure. Carefully

inspect the Direct clutch drum. A worn drum will cause a delay into reverse. The 3-4 shift may be acceptable so often times the drum is not considered if

the delay happens after rebuild.

Page 250: Tech Only 2009 Atra Powertrain Expo

48

EXPO 2009EXPO 2009Reverse Hydraulics

Delayed Reverse

Page 251: Tech Only 2009 Atra Powertrain Expo

49

EXPO 2009EXPO 2009Delayed reverse

Hard Parts

Check the pocket and the gears for wear

Page 252: Tech Only 2009 Atra Powertrain Expo

50

EXPO 2009EXPO 2009Delayed reverse

Hard Parts

Direct Clutch DrumCarefully inspect the drum where the sealing rings ride. Replace the drum if there is any

sign of ring wear.

Page 253: Tech Only 2009 Atra Powertrain Expo

51

EXPO 2009EXPO 2009

Thank you for attending Expo

2009!

Page 254: Tech Only 2009 Atra Powertrain Expo

Honda Rebuild ProceduresHonda Rebuild Procedures

Tips, Tricks and ShortcutsTips, Tricks and Shortcuts

for a successful rebuild.for a successful rebuild.

Page 255: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

My building area

Page 256: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Separation of PartsSeparation of Parts

Electronics: Place in old kit bags and set asideElectronics: Place in old kit bags and set aside

Bearings and races: Wash in solvent onlyBearings and races: Wash in solvent only

Hard parts: On top of the cart Hard parts: On top of the cart

Failed parts: One corner of the benchFailed parts: One corner of the bench

Optional/questionable parts: Separate from the Optional/questionable parts: Separate from the failed parts but on the bench for close inspectionfailed parts but on the bench for close inspection

Page 257: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Nothing macho aboutNothing macho aboutMemorizing partsMemorizing parts

Page 258: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Use a small center punch to Use a small center punch to make your I.D. marksmake your I.D. marks Small is just fineSmall is just fine

Page 259: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Scratch a line following the Scratch a line following the bracketbracket

Eliminates guess work out of Eliminates guess work out of bracket locationsbracket locations

Page 260: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Handling electronicsHandling electronics Remove, wipe off and set asideRemove, wipe off and set aside

Allowing electronic parts to soak in solvent can Allowing electronic parts to soak in solvent can create after overhaul problemscreate after overhaul problems

If the valves in the linear solenoids show signs If the valves in the linear solenoids show signs of scratching or galling, they should be replacedof scratching or galling, they should be replaced

Test pressure switchesTest pressure switches

Page 261: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Switch closes at 36 psiSwitch closes at 36 psi Switch open when psi below 35Switch open when psi below 35

Page 262: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Mark the nuts so that they can be used on Mark the nuts so that they can be used on the same shafts during end play checksthe same shafts during end play checks

Page 263: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Always use a steering wheel puller to remove Always use a steering wheel puller to remove pressed on gears.pressed on gears.

Page 264: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

ANY play between the bearing and the case ANY play between the bearing and the case in unacceptable!in unacceptable!

Page 265: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Sealing bushings must be replaced if there is Sealing bushings must be replaced if there is any failure with the shaftany failure with the shaft’’s bearingss bearings

Page 266: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Note position and amounts of feed tubesNote position and amounts of feed tubes

Page 267: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Internal tube positions are not listed in Internal tube positions are not listed in repair informationrepair information

Take pictures to help with reTake pictures to help with re--assemblyassembly

Can only go in one wayCan only go in one way

DO NOT LOSE THEM!!DO NOT LOSE THEM!!

Page 268: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Outside aligned bearingOutside aligned bearing Inside aligned bearingInside aligned bearing

Page 269: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Note direction of the outer lip of the bearing.The solid portion of the lip of the bearing faces

the bottom of the gear when aligned from the outside.

SolidOpen

Page 270: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Note positions of switchable parts on paperNote positions of switchable parts on paper

Page 271: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

““BurnedBurned”” GearGear Pitted Bearings

Page 272: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Press the low hold hub away from first gear

Page 273: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Page 274: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Replace entire sprag assembly if damage is present

Page 275: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Match drums, pressure platesMatch drums, pressure platesand pistons and pistons

Keep the steels, cushion, snap ringKeep the steels, cushion, snap ringand pressure plates togetherand pressure plates together

Page 276: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Thoroughly clean the reed Thoroughly clean the reed valves in the pistons.valves in the pistons.

Pistons must be replaced when Pistons must be replaced when grooved at the seal surface.grooved at the seal surface.

Page 277: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Clean drums before cleaning?Clean drums before cleaning? Use solvent and a brush to loosen debris Use solvent and a brush to loosen debris before placing in the main washer.before placing in the main washer.

Page 278: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Valve Body Dismantling and CleaningValve Body Dismantling and Cleaning Always loosen in a circular or star patternAlways loosen in a circular or star pattern

Prevents warpingPrevents warping

Note check ball and small parts locationsNote check ball and small parts locations Center punch I.D. marks (Must flat sand dimples Center punch I.D. marks (Must flat sand dimples

out)out)

Take picturesTake pictures

Write notes down on paperWrite notes down on paper

Remove all valves for cleaningRemove all valves for cleaning Keep organized in valve traysKeep organized in valve trays

Page 279: Tech Only 2009 Atra Powertrain Expo

Section 1Section 1Dismantling and CleaningDismantling and Cleaning

Valve Body Dismantling and Valve Body Dismantling and Cleaning(Cont.)Cleaning(Cont.) Never clean in the solvent tankNever clean in the solvent tank

Can use a tank if properly filteredCan use a tank if properly filtered

Use brake clean Use brake clean

Dry with compressed air onlyDry with compressed air only

Never guess on locationsNever guess on locations Honda is very generous with detailed repair Honda is very generous with detailed repair

informationinformation

Page 280: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Valve Body ReValve Body Re--assembly assembly Fully prepare the caseFully prepare the case

Scrape gasketsScrape gaskets

Flat file/sandFlat file/sand

Clean once moreClean once more

Install sealsInstall seals

Page 281: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Valve Body ReValve Body Re--assembly (Cont.)assembly (Cont.) Use plenty of ATF when reUse plenty of ATF when re--assemblingassembling

Saturate all of the valves before placing back in the Saturate all of the valves before placing back in the boresbores

Wet all mating surfaces with ATF Wet all mating surfaces with ATF

Page 282: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Valve Body ReValve Body Re--assembly (Cont.)assembly (Cont.)

Lube the separator plates

Page 283: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Valve Body ReValve Body Re--assembly (Cont.)assembly (Cont.)

Lubing helps eliminate problems at start up

Page 284: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Valve Body ReValve Body Re--assembly (Cont.)assembly (Cont.)

Page 285: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Valve Body ReValve Body Re--assembly (Cont.)assembly (Cont.) ALWAYS TORQUE THE VALVE BODIES!!ALWAYS TORQUE THE VALVE BODIES!!

Use a speed handle to run the bolts downUse a speed handle to run the bolts down

Lay your bolts out in order by lengthLay your bolts out in order by length

Page 286: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

AccumulatorsAccumulatorsUse scotch‐bright Part #07447 general purpose hand pads

to surface the accumulatorsand reverse servo bores

Page 287: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Drum AssembliesDrum Assemblies Set up all of the marked components on the Set up all of the marked components on the

bench (Drums, pistons, and steel/pressure plate bench (Drums, pistons, and steel/pressure plate packspacks

Replace all of the steels with newReplace all of the steels with new

PrePre--soak all clutches in Honda fluidsoak all clutches in Honda fluid

Use the clearance charts to set up the packs if Use the clearance charts to set up the packs if any hard parts within the drum were replacedany hard parts within the drum were replaced

Page 288: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Honda 4 Speed Clutch Pack Clearances (4 Clutch Models)

Model 1st Clutch 2nd Clutch 3rd Clutch 4th Clutch

A4RA/M4RA 0.026"‐0.033" 0.026"‐0.033" 0.016"‐0.024" 0.016"‐0.024"

AK 0.016"‐0.028" 0.016"‐0.028" 0.016"‐0.028" 0.016"‐0.028"

AS 0.016"‐0.028" 0.026"‐0.031" 0.016"‐0.023" 0.016"‐0.023"

BDRA/B4RA/S4RA 0.026"‐0.033" 0.026"‐0.033" 0.016"‐0.024" 0.016"‐0.024"

B6VA 0.045"‐0.053" 0.028"‐0.035" 0.024"‐0.031" 0.016"‐0.024"

B7VA/B7XA/B7ZA0.047"‐0.055" 0.033"‐0.041" 0.022"‐0.030" 0.022"‐0.030"

B7TA/B7YA

BAXA/MAXA 0.045"‐0.053" 0.028"‐0.035" 0.024"‐0.031" 0.016"‐0.024"

BMXA/SLXA 0.026"‐0.033" 0.026"‐0.033" 0.016‐0.024" 0.016‐0.024"

BZKA/MZKA 0.050"‐0.058" 0.033"‐0.041" 0.029"‐0.037" 0.029"‐0.037"

CA 0.026"‐0.033" 0.026"‐0.031" 0.016"‐0.023" 0.016"‐0.023"

F4 0.026"‐0.033" 0.020"‐0.028" 0.016‐0.024" 0.016‐0.024"

G4 0.026"‐0.033" 0.020"‐0.028" 0.020"‐0.028" 0.016‐0.024"

K4 0.030"‐0.037" 0.016‐0.024" 0.016‐0.024" 0.016‐0.024"

L4 0.026"‐0.033" 0.026"‐0.033" 0.016‐0.024" 0.016‐0.024"

L5 0.026"‐0.033" 0.020"‐0.028" 0.020"‐0.028" 0.016‐0.024"

M6HA 0.045"‐0.053" 0.039"‐0.047" 0.024"‐0.031" 0.016‐0.024"

M7ZA 0.047"‐0.055" 0.033"‐0.041" 0.022"‐0.030" 0.022"‐0.030"

MDWA 0.045"‐0.053" 0.028"‐0.035" 0.024"‐0.031" 0.016"‐0.024"

ML4A 0.026"‐0.033" 0.026"‐0.033" 0.016‐0.024" 0.016‐0.024"

MPRA 0.026"‐0.033" 0.020"‐0.028" 0.016‐0.024" 0.016‐0.024"

MY8A 0.026"‐0.033" 0.016‐0.024" 0.016‐0.024" 0.016‐0.024"

P1 0.026"‐0.033" 0.026"‐0.033" 0.016‐0.024" 0.016‐0.024"

PL5X 0.026"‐0.033" 0.020"‐0.028" 0.020"‐0.028" 0.016‐0.024"

PY8A 0.026"‐0.033" 0.016‐0.024" 0.016‐0.024" 0.016‐0.024"

RO 0.026"‐0.033" 0.020"‐0.028" 0.016‐0.024" 0.016‐0.024"

•Drum Assemblies (Cont.) Bulletin #76 has all clutch pack clearances

Page 289: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Shaft AssembliesShaft Assemblies Most rebuild kits include information on stackingMost rebuild kits include information on stacking Information is also readily available on your repair Information is also readily available on your repair

softwaresoftware Assemble the entire shaft with the bearings Assemble the entire shaft with the bearings

removed from the case half and use the old nuts to removed from the case half and use the old nuts to tightentighten Lube the splines and nuts before tightening to prevent Lube the splines and nuts before tightening to prevent

galling. galling. Repair information dictates that the old nuts be tightened Repair information dictates that the old nuts be tightened

to 166 Ft Lbs to seat the gears and new nuts be used for to 166 Ft Lbs to seat the gears and new nuts be used for final torquing.final torquing.

End play for the gears between the drums is .001End play for the gears between the drums is .001””--.004.004””

Page 290: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Shaft Assemblies (Cont.)Shaft Assemblies (Cont.) Remove old nuts and reRemove old nuts and re--install the bearings into install the bearings into

the casethe case

Assemble trans and torque the new nuts to 123 Assemble trans and torque the new nuts to 123 Ft LbsFt Lbs

Regular ThreadPart # 90201-P0Z-000

Left Hand ThreadPart # 90203-P0Z-000

Arrow

Page 291: Tech Only 2009 Atra Powertrain Expo

Section 2Section 2AssemblyAssembly

Cleaning and Installation of Electrical Cleaning and Installation of Electrical ComponentsComponents Simply wipe off dirt with a rag moistened with Simply wipe off dirt with a rag moistened with

solvent or brake cleanersolvent or brake cleaner

In situations where heavy contamination was In situations where heavy contamination was present, brake clean the solenoids cleanpresent, brake clean the solenoids clean If any scratches or galling are present on the linear If any scratches or galling are present on the linear

solenoids, the solenoids should be replacedsolenoids, the solenoids should be replaced

Page 292: Tech Only 2009 Atra Powertrain Expo

Questions?

Page 293: Tech Only 2009 Atra Powertrain Expo

tm ATRA 2009 Powertrain EXPO

Web Site: www.ratiotek.com

Main Menu TOYOTA

A340E/H/F 1989-2000 Models

A340E 2000-2004 Late VB's

Cable Type VB# 8938

EPC Solenoid Type VB# 8935

EPC Solenoid Type VB# 8938

A750E/F 2003-2008 Models

5R110W Reverse Complaints

Ford

Steve Younger Technical Materials Email: [email protected]

Transcel - RatioTek Phone: 626-968-2754

© RatioTek 2000-2009

Page 294: Tech Only 2009 Atra Powertrain Expo

ATRA ‘s Powertrain Expo

Riviera Convention CenterLas Vegas, NV

Friday, October 30, 2009

Understanding & Troubleshooting Vehicle Voltage Drop

presented by :

www.Vestest.comThe Vehicle Voltage Drop Website

11:30 to 12.30

Instructor: Joe Glassford

Page 295: Tech Only 2009 Atra Powertrain Expo

The way SOURCE VOLTAGE

reacts to RESISTANCE

in a current pathNEVER CHANGES

Page 296: Tech Only 2009 Atra Powertrain Expo

All voltage drops

are caused by

resistance

located somewhere

in a current path.

Page 297: Tech Only 2009 Atra Powertrain Expo

7 Circuit C’s• Conductors• Connectors• Connections• Contacts• Communicators• Controls• Components

Page 298: Tech Only 2009 Atra Powertrain Expo

Conductors, Connectors, and Connections, provide a non-resistive current path.

Contacts provide a non- resistive control of voltagedistribution and current flow.

Communicators send analog or digital information to and between various modules - they includesensors and software protocol.

Controls are solid-state modules that use logic gates tocontrol vehicle components.

Components load the circuit and get the work done.

Page 299: Tech Only 2009 Atra Powertrain Expo
Page 300: Tech Only 2009 Atra Powertrain Expo

Side Mount Battery

Page 301: Tech Only 2009 Atra Powertrain Expo

Corroded Battery Cables

Page 302: Tech Only 2009 Atra Powertrain Expo
Page 303: Tech Only 2009 Atra Powertrain Expo
Page 304: Tech Only 2009 Atra Powertrain Expo
Page 305: Tech Only 2009 Atra Powertrain Expo
Page 306: Tech Only 2009 Atra Powertrain Expo
Page 307: Tech Only 2009 Atra Powertrain Expo
Page 308: Tech Only 2009 Atra Powertrain Expo
Page 309: Tech Only 2009 Atra Powertrain Expo
Page 310: Tech Only 2009 Atra Powertrain Expo

Voltage available to the input pin of any load, single or parallel, should always be:

within .5 volt of source voltage for low current loads.

within 1.5 volts of source voltage for high current loads.

Page 311: Tech Only 2009 Atra Powertrain Expo

Low current loads include: any fuse terminal fed voltage, ignition switch, headlamp switch,and windshield wiper motor.

High current loads include: the rear window defogger, andpower seats, seat heaters.

No Relay in the current path – Low CurrentRelay in the current path – High Current

Page 312: Tech Only 2009 Atra Powertrain Expo

Ideally, source voltage should only drop across points B and C in any circuit

Ideally, between points C and D in any circuit, no more than 100mVolt dropunless the component is a computer – then no more than 50mVolt drop

Page 313: Tech Only 2009 Atra Powertrain Expo

Significant resistance is

any resistance in a current path that

drops enough source voltage

to adversely affect the operation of

the component (load) in the circuit.

Page 314: Tech Only 2009 Atra Powertrain Expo

B+

Page 315: Tech Only 2009 Atra Powertrain Expo

B+

Page 316: Tech Only 2009 Atra Powertrain Expo

B+

Page 317: Tech Only 2009 Atra Powertrain Expo

B+

Page 318: Tech Only 2009 Atra Powertrain Expo

Causes of Significant Resistance due to:Oxidation, Corrosion, Normal Aging

• Copper can become "work hardened" with age, increasing its resistance.

• Oxygen in the air creates copper oxide in the air space between the copper wire and its connector.

• Electrolysis creates corrosion due to a chemical reaction of dissimilar metals used in a current path.

• Antifreeze, water, gasoline or diesel fuel can "wick" under the insulation of a wire due to faulty sensors causing corrosion.

• Copper oxide develops on bare wires someone pierced or cut long ago and never sealed.

Page 319: Tech Only 2009 Atra Powertrain Expo

Causes of Significant Resistance due to:Loss of tightness between conductor and connector, or connector

and connection point.

• Improper torque on bolts and screws.

• Refastening to painted, rusted, or dirty surfaces.

• Miss-matched connectors.

• Do-it-yourself "quick fix" connectors.

• Un-soldered wire connections.

• Improperly crimped wire connections.

Page 320: Tech Only 2009 Atra Powertrain Expo

Causes of Significant Resistance due to:Loss of wire strands resulting from:

• Wire being designed "too short" for an application, resulting in a tear.

• Attempted repair; "ringing" a wire with a pocket-knife.

• Damage after re-assembly; improper routing - engine torque and wire stressing.

• Improper handling during repair.

Page 321: Tech Only 2009 Atra Powertrain Expo

Symptoms of Voltage Drop

• Dash gauges that tell lies.• False computer codes.• No code set drive abililty problems.• Lights that flicker or are dim.• Components that operates slower than

designed.• Intermittent ignition misfire, or injector operation.• Computer resets.• Other symptoms you my have seen, but did not

associate with a voltage drop.

Page 322: Tech Only 2009 Atra Powertrain Expo

The amount of resistance that can be called

“significant” depends on:• The original engineered resistance of the circuit component

(load).

• The type of dissimilar metals used to make up the current path.

• The tightness of the connections - wire to eyelet, and eyelet to sheet or frame metal.

• The expansion and contraction of the conductors, connectors, connections, contacts, and components.

• The conditions affecting the current path - how clean it is, age, vibration, stretch and torque, weather elements, heat, cold?

• The condition of the wire insulation - porous, brittle, cracked, pierced or cut opened and never sealed?

Page 323: Tech Only 2009 Atra Powertrain Expo

SourceVoltage14.7Volts

Page 324: Tech Only 2009 Atra Powertrain Expo

SourceVoltage 14.7Volt

Page 325: Tech Only 2009 Atra Powertrain Expo
Page 326: Tech Only 2009 Atra Powertrain Expo
Page 327: Tech Only 2009 Atra Powertrain Expo

What is Voltage Drop?

When current is flowing in any current path, wherever a resistance exists in that path, there will be a voltage drop.

There can be no voltage drop without current flow. This is why the circuit being tested for voltage drop must be on during the test.

Voltage drop can occur in any current path even when the battery and generator are working as designed.

Voltage drop is a proportional maintenance pressure required to keep current flowing through each resistance met in a current path.

The proportional value of any voltage drop is based on ohm’s law: It will always take one volt to push one amp through one ohm of resistance.

Voltmeter probes are designed to show the difference in voltage that exists between them. They are used to measure voltage drop.

Many voltage drops have been measured and recorded – see the index in the book for acceptable voltage drops.

Page 328: Tech Only 2009 Atra Powertrain Expo
Page 329: Tech Only 2009 Atra Powertrain Expo
Page 330: Tech Only 2009 Atra Powertrain Expo

No voltage drop on the voltage feedside only means1/2 of the circuit has been tested.

Always testthe ground side for voltage drop.

Page 331: Tech Only 2009 Atra Powertrain Expo
Page 332: Tech Only 2009 Atra Powertrain Expo
Page 333: Tech Only 2009 Atra Powertrain Expo
Page 334: Tech Only 2009 Atra Powertrain Expo

Symptoms of voltage drop in shared current paths:

• No trouble code set drive-ability problems.

• Intermittent electrical / electronic, including digital dash problems.

• Engine idling (no load) and running (load) problems.

• Lights that flicker.

• Heater blower motor inoperative with headlights on.

• Computer reset problems.

• Others you have encountered but did not associate with the shared current paths.

Page 335: Tech Only 2009 Atra Powertrain Expo
Page 336: Tech Only 2009 Atra Powertrain Expo

The higher the current flow,

the greater the voltage drop

across the same

conductor length, connector, connection, or contact

in a current path.

Page 337: Tech Only 2009 Atra Powertrain Expo
Page 338: Tech Only 2009 Atra Powertrain Expo

The Smart Tech’s Approach to

Voltage Drop Testing

1’st – be “All Inclusive”

2’nd – go after the “Parts & Pieces”

Page 339: Tech Only 2009 Atra Powertrain Expo

Open CircuitBattery VoltageVoltmeter (+) to B+Voltmeter (-) to B-

12.6 Volts = 100% Charged12.5 Volts = 75% Charged 12.3 Volts = 50% Charged12.1 Volts = 25% Charged

Voltmeter leads on clean spot on post,

not on clamp.

First step:know what your source voltage is.

Charging“Engine Running”

Voltage should be

2+ volts aboveOpen Circuit

Battery voltage

Page 340: Tech Only 2009 Atra Powertrain Expo

Make all initial voltage drop tests “all inclusive”

Include the maximum number of conductors, connectors, and contacts between your voltmeter leads.

Page 341: Tech Only 2009 Atra Powertrain Expo

This test is onlydone if a problem

showed up inthe initial

“all inclusive test”

A current path “parts & pieces” test

Page 342: Tech Only 2009 Atra Powertrain Expo

Voltmeter (-) Probe or Clip to Clean Post or Side MountBolt, NOT on PostClamp

Voltmeter (+) Probe to Clean Spot on Starter Housing, NOT on Block, ExhaustManifold, Etc.

Voltage Drop Test

OfStarter Ground

Side

Voltmeter Set to mill volts or lowest volt setting. Engine must be CRANKINGduring this test.

500mVolts .500VoltsMaximum

While Cranking

Make all initial voltage drop tests “all inclusive”

Page 343: Tech Only 2009 Atra Powertrain Expo

“Parts & Pieces”

Page 344: Tech Only 2009 Atra Powertrain Expo

“Parts & Pieces”

Voltmeter Negative (-)Probe on Clean PostOr Side Mount BoltNot on Post Clamp

Voltmeter Positive (+)Probe on a Clean Spoton the Block near theCable Connector

Voltage Drop Test of theBattery Negative (-) Cable

Set Voltmeter to millivoltsor lowest Volt scale.Engine must be Crankingduring the test.

Page 345: Tech Only 2009 Atra Powertrain Expo

If ALL INCLUSIVE test showed excessive voltage drop – test “PARTS & PIECES”

Voltmeter (+) Probe toclean spot on block near cable – NOT on cable connector or bolt

Meter (-) Probe toT-Pin into copperbehind cable connector – seal all pinholes

Page 346: Tech Only 2009 Atra Powertrain Expo

Pinpoint Voltage Drop Test of Suspect ConnectorPositive Probe on Voltage Feed SideNegative Probe on Ground SideComponent must be on.Maximum Allowable 100mVolts

Page 347: Tech Only 2009 Atra Powertrain Expo
Page 348: Tech Only 2009 Atra Powertrain Expo

Voltage Drop Test Between Truck Cab and Bed Sheet Metal

Voltmeter Set to mill voltsor lowest volt setting.Engine running, brakelights, tail lights on

Voltmeter (+) on a clean spot on cab sheet metal

Voltmeter (-) on a clean spot on truck bed sheet metal

Page 349: Tech Only 2009 Atra Powertrain Expo

Back-probe Voltage Drop Test of Computer Ground Wire

Voltmeter set to millivoltsor on lowest volt setting

Correct back-probe toolInto ground terminal

Voltmeter positive probeonto back-probe tool

Length of 10gage wireattached to battery (-)terminal.

Voltmeter negative probeattached to other end ofwire.

Engine running –50mVolt maximum.

7.9mVolt DropNot Significant

Page 350: Tech Only 2009 Atra Powertrain Expo

Don't believe the

VOLTMETER

when testing in

an open circuit!

Page 351: Tech Only 2009 Atra Powertrain Expo

Resistance only affects

Voltage

when current is flowing!

Resistance has no effect on

Open Circuit Voltage!

Page 352: Tech Only 2009 Atra Powertrain Expo

Good continuity

NEVER

means that the wire tested

can carry load current!

Page 353: Tech Only 2009 Atra Powertrain Expo

Load Testing Computer Voltage Feed Wires

Use correct male terminal

Page 354: Tech Only 2009 Atra Powertrain Expo

Load Testing Computer Ground Wires

Use correct male terminal

Page 355: Tech Only 2009 Atra Powertrain Expo

Is your meter good enough?

To find out, look in the owner’s manual under

Specifications for:

Input Impedanceand

Accuracy in Volts DC

Page 356: Tech Only 2009 Atra Powertrain Expo

Input Impedance

Look it up in:Specifications: Input Impedance

• 10 Mega ohm per volt is the standard today.

• If the meter impedance meets today’s standard, then the next thing to check is how accurate the meter is.

.

Page 357: Tech Only 2009 Atra Powertrain Expo

FUNCTION

VDC

RANGE

4.000V40.000V

400.000V 1000.000V

RESOLUTION

0.001V0.01V0.1V1V

ACCURACY

+/- (0.1% + 1)+/- (0.1% + 1)+/- (0.1% + 1)+/- (0.1% + 1)

Reproduced with permission: Fluke Corporation

Meter Accuracy

Page 358: Tech Only 2009 Atra Powertrain Expo

Meter Accuracy

Best meter accuracy is +/- 0.1% + 1, the + 1 is for the last digit displayed.

Acceptable accuracy is +/- 0.5% + 1.

Any meter less accurate than this is not accurate enough for all the testing that needs to be done on today’s vehicles.

Page 359: Tech Only 2009 Atra Powertrain Expo

How Accurate Should Test Results Be?

If the spec is a range and your reading falls outside of the range, its scrap

If a single number is given as a spec,(+) or (-) 10% of the number

means its scrap

Based on the accuracy of vehicle computer systems;majority of computer resistors have a tolerance of (+) or (-) 10%.

Page 360: Tech Only 2009 Atra Powertrain Expo

WRAP UP

• You need a good meter to get accurate results today. • Engineered resistance won’t present a problem unless its value changes

significantly.• Significant resistance is what you will be up against most of the time even when

the generator and battery are working as designed.• Significant resistance is never the same value in all circuits. • You cannot always visually locate significant resistance.• You can always find the voltage drop that significant resistance causes.• Use only the battery negative (-) terminal as a ground point for all voltage drop

testing.• If the vehicle has side mount battery terminals, removing, cleaning and

reassembling is always a starting point before doing any voltage drop testing. • You must be aware of the limitations of the voltmeter and the

ohmmeter.• Don’t do open circuit testing, always do voltage drop testing. • If you would rather unplug components than pierce wires, load testing wires shows

positive proof of voltage drop problems. • Shared current paths affect troubleshooting.• Shared current paths should always be tested first before you begin

troubleshooting individual circuits.• Make all initial voltage drop test “all inclusive”, then test the “parts and pieces”.

Page 361: Tech Only 2009 Atra Powertrain Expo

Visit my website:

www.Vestest.comThank you

Joe Glassford

Page 362: Tech Only 2009 Atra Powertrain Expo

ATRA ‘s Powertrain Expo

Riviera Convention CenterLas Vegas, NV

Friday, October 30, 2009

Understanding & Troubleshooting Vehicle Voltage Drop

presented by :

www.Vestest.comThe Vehicle Voltage Drop Website

11:30 to 12.30

Instructor: Joe Glassford

Page 363: Tech Only 2009 Atra Powertrain Expo

The way SOURCE VOLTAGE

reacts to RESISTANCE

in a current pathNEVER CHANGES

Page 364: Tech Only 2009 Atra Powertrain Expo

All voltage drops

are caused by

resistance

located somewhere

in a current path.

Page 365: Tech Only 2009 Atra Powertrain Expo

7 Circuit C’s• Conductors• Connectors• Connections• Contacts• Communicators• Controls• Components

Page 366: Tech Only 2009 Atra Powertrain Expo

Conductors, Connectors, and Connections, provide a non-resistive current path.

Contacts provide a non- resistive control of voltagedistribution and current flow.

Communicators send analog or digital information to and between various modules - they includesensors and software protocol.

Controls are solid-state modules that use logic gates tocontrol vehicle components.

Components load the circuit and get the work done.

Page 367: Tech Only 2009 Atra Powertrain Expo
Page 368: Tech Only 2009 Atra Powertrain Expo

Side Mount Battery

Page 369: Tech Only 2009 Atra Powertrain Expo

Corroded Battery Cables

Page 370: Tech Only 2009 Atra Powertrain Expo
Page 371: Tech Only 2009 Atra Powertrain Expo
Page 372: Tech Only 2009 Atra Powertrain Expo
Page 373: Tech Only 2009 Atra Powertrain Expo
Page 374: Tech Only 2009 Atra Powertrain Expo
Page 375: Tech Only 2009 Atra Powertrain Expo
Page 376: Tech Only 2009 Atra Powertrain Expo
Page 377: Tech Only 2009 Atra Powertrain Expo
Page 378: Tech Only 2009 Atra Powertrain Expo

Voltage available to the input pin of any load, single or parallel, should always be:

within .5 volt of source voltage for low current loads.

within 1.5 volts of source voltage for high current loads.

Page 379: Tech Only 2009 Atra Powertrain Expo

Low current loads include: any fuse terminal fed voltage, ignition switch, headlamp switch,and windshield wiper motor.

High current loads include: the rear window defogger, andpower seats, seat heaters.

No Relay in the current path – Low CurrentRelay in the current path – High Current

Page 380: Tech Only 2009 Atra Powertrain Expo

Ideally, source voltage should only drop across points B and C in any circuit

Ideally, between points C and D in any circuit, no more than 100mVolt dropunless the component is a computer – then no more than 50mVolt drop

Page 381: Tech Only 2009 Atra Powertrain Expo

Significant resistance is

any resistance in a current path that

drops enough source voltage

to adversely affect the operation of

the component (load) in the circuit.

Page 382: Tech Only 2009 Atra Powertrain Expo

B+

Page 383: Tech Only 2009 Atra Powertrain Expo

B+

Page 384: Tech Only 2009 Atra Powertrain Expo

B+

Page 385: Tech Only 2009 Atra Powertrain Expo

B+

Page 386: Tech Only 2009 Atra Powertrain Expo

Causes of Significant Resistance due to:Oxidation, Corrosion, Normal Aging

• Copper can become "work hardened" with age, increasing its resistance.

• Oxygen in the air creates copper oxide in the air space between the copper wire and its connector.

• Electrolysis creates corrosion due to a chemical reaction of dissimilar metals used in a current path.

• Antifreeze, water, gasoline or diesel fuel can "wick" under the insulation of a wire due to faulty sensors causing corrosion.

• Copper oxide develops on bare wires someone pierced or cut long ago and never sealed.

Page 387: Tech Only 2009 Atra Powertrain Expo

Causes of Significant Resistance due to:Loss of tightness between conductor and connector, or connector

and connection point.

• Improper torque on bolts and screws.

• Refastening to painted, rusted, or dirty surfaces.

• Miss-matched connectors.

• Do-it-yourself "quick fix" connectors.

• Un-soldered wire connections.

• Improperly crimped wire connections.

Page 388: Tech Only 2009 Atra Powertrain Expo

Causes of Significant Resistance due to:Loss of wire strands resulting from:

• Wire being designed "too short" for an application, resulting in a tear.

• Attempted repair; "ringing" a wire with a pocket-knife.

• Damage after re-assembly; improper routing - engine torque and wire stressing.

• Improper handling during repair.

Page 389: Tech Only 2009 Atra Powertrain Expo

Symptoms of Voltage Drop

• Dash gauges that tell lies.• False computer codes.• No code set drive abililty problems.• Lights that flicker or are dim.• Components that operates slower than

designed.• Intermittent ignition misfire, or injector operation.• Computer resets.• Other symptoms you my have seen, but did not

associate with a voltage drop.

Page 390: Tech Only 2009 Atra Powertrain Expo

The amount of resistance that can be called

“significant” depends on:• The original engineered resistance of the circuit component

(load).

• The type of dissimilar metals used to make up the current path.

• The tightness of the connections - wire to eyelet, and eyelet to sheet or frame metal.

• The expansion and contraction of the conductors, connectors, connections, contacts, and components.

• The conditions affecting the current path - how clean it is, age, vibration, stretch and torque, weather elements, heat, cold?

• The condition of the wire insulation - porous, brittle, cracked, pierced or cut opened and never sealed?

Page 391: Tech Only 2009 Atra Powertrain Expo

SourceVoltage14.7Volts

Page 392: Tech Only 2009 Atra Powertrain Expo

SourceVoltage 14.7Volt

Page 393: Tech Only 2009 Atra Powertrain Expo
Page 394: Tech Only 2009 Atra Powertrain Expo
Page 395: Tech Only 2009 Atra Powertrain Expo

What is Voltage Drop?

When current is flowing in any current path, wherever a resistance exists in that path, there will be a voltage drop.

There can be no voltage drop without current flow. This is why the circuit being tested for voltage drop must be on during the test.

Voltage drop can occur in any current path even when the battery and generator are working as designed.

Voltage drop is a proportional maintenance pressure required to keep current flowing through each resistance met in a current path.

The proportional value of any voltage drop is based on ohm’s law: It will always take one volt to push one amp through one ohm of resistance.

Voltmeter probes are designed to show the difference in voltage that exists between them. They are used to measure voltage drop.

Many voltage drops have been measured and recorded – see the index in the book for acceptable voltage drops.

Page 396: Tech Only 2009 Atra Powertrain Expo
Page 397: Tech Only 2009 Atra Powertrain Expo
Page 398: Tech Only 2009 Atra Powertrain Expo

No voltage drop on the voltage feedside only means1/2 of the circuit has been tested.

Always testthe ground side for voltage drop.

Page 399: Tech Only 2009 Atra Powertrain Expo
Page 400: Tech Only 2009 Atra Powertrain Expo
Page 401: Tech Only 2009 Atra Powertrain Expo
Page 402: Tech Only 2009 Atra Powertrain Expo

Symptoms of voltage drop in shared current paths:

• No trouble code set drive-ability problems.

• Intermittent electrical / electronic, including digital dash problems.

• Engine idling (no load) and running (load) problems.

• Lights that flicker.

• Heater blower motor inoperative with headlights on.

• Computer reset problems.

• Others you have encountered but did not associate with the shared current paths.

Page 403: Tech Only 2009 Atra Powertrain Expo
Page 404: Tech Only 2009 Atra Powertrain Expo

The higher the current flow,

the greater the voltage drop

across the same

conductor length, connector, connection, or contact

in a current path.

Page 405: Tech Only 2009 Atra Powertrain Expo
Page 406: Tech Only 2009 Atra Powertrain Expo

The Smart Tech’s Approach to

Voltage Drop Testing

1’st – be “All Inclusive”

2’nd – go after the “Parts & Pieces”

Page 407: Tech Only 2009 Atra Powertrain Expo

Open CircuitBattery VoltageVoltmeter (+) to B+Voltmeter (-) to B-

12.6 Volts = 100% Charged12.5 Volts = 75% Charged 12.3 Volts = 50% Charged12.1 Volts = 25% Charged

Voltmeter leads on clean spot on post,

not on clamp.

First step:know what your source voltage is.

Charging“Engine Running”

Voltage should be

2+ volts aboveOpen Circuit

Battery voltage

Page 408: Tech Only 2009 Atra Powertrain Expo

Make all initial voltage drop tests “all inclusive”

Include the maximum number of conductors, connectors, and contacts between your voltmeter leads.

Page 409: Tech Only 2009 Atra Powertrain Expo

This test is onlydone if a problem

showed up inthe initial

“all inclusive test”

A current path “parts & pieces” test

Page 410: Tech Only 2009 Atra Powertrain Expo

Voltmeter (-) Probe or Clip to Clean Post or Side MountBolt, NOT on PostClamp

Voltmeter (+) Probe to Clean Spot on Starter Housing, NOT on Block, ExhaustManifold, Etc.

Voltage Drop Test

OfStarter Ground

Side

Voltmeter Set to mill volts or lowest volt setting. Engine must be CRANKINGduring this test.

500mVolts .500VoltsMaximum

While Cranking

Make all initial voltage drop tests “all inclusive”

Page 411: Tech Only 2009 Atra Powertrain Expo

“Parts & Pieces”

Page 412: Tech Only 2009 Atra Powertrain Expo

“Parts & Pieces”

Voltmeter Negative (-)Probe on Clean PostOr Side Mount BoltNot on Post Clamp

Voltmeter Positive (+)Probe on a Clean Spoton the Block near theCable Connector

Voltage Drop Test of theBattery Negative (-) Cable

Set Voltmeter to millivoltsor lowest Volt scale.Engine must be Crankingduring the test.

Page 413: Tech Only 2009 Atra Powertrain Expo

If ALL INCLUSIVE test showed excessive voltage drop – test “PARTS & PIECES”

Voltmeter (+) Probe toclean spot on block near cable – NOT on cable connector or bolt

Meter (-) Probe toT-Pin into copperbehind cable connector – seal all pinholes

Page 414: Tech Only 2009 Atra Powertrain Expo

Pinpoint Voltage Drop Test of Suspect ConnectorPositive Probe on Voltage Feed SideNegative Probe on Ground SideComponent must be on.Maximum Allowable 100mVolts

Page 415: Tech Only 2009 Atra Powertrain Expo
Page 416: Tech Only 2009 Atra Powertrain Expo

Voltage Drop Test Between Truck Cab and Bed Sheet Metal

Voltmeter Set to mill voltsor lowest volt setting.Engine running, brakelights, tail lights on

Voltmeter (+) on a clean spot on cab sheet metal

Voltmeter (-) on a clean spot on truck bed sheet metal

Page 417: Tech Only 2009 Atra Powertrain Expo

Back-probe Voltage Drop Test of Computer Ground Wire

Voltmeter set to millivoltsor on lowest volt setting

Correct back-probe toolInto ground terminal

Voltmeter positive probeonto back-probe tool

Length of 10gage wireattached to battery (-)terminal.

Voltmeter negative probeattached to other end ofwire.

Engine running –50mVolt maximum.

7.9mVolt DropNot Significant

Page 418: Tech Only 2009 Atra Powertrain Expo

Don't believe the

VOLTMETER

when testing in

an open circuit!

Page 419: Tech Only 2009 Atra Powertrain Expo

Resistance only affects

Voltage

when current is flowing!

Resistance has no effect on

Open Circuit Voltage!

Page 420: Tech Only 2009 Atra Powertrain Expo

Good continuity

NEVER

means that the wire tested

can carry load current!

Page 421: Tech Only 2009 Atra Powertrain Expo

Load Testing Computer Voltage Feed Wires

Use correct male terminal

Page 422: Tech Only 2009 Atra Powertrain Expo

Load Testing Computer Ground Wires

Use correct male terminal

Page 423: Tech Only 2009 Atra Powertrain Expo

Is your meter good enough?

To find out, look in the owner’s manual under

Specifications for:

Input Impedanceand

Accuracy in Volts DC

Page 424: Tech Only 2009 Atra Powertrain Expo

Input Impedance

Look it up in:Specifications: Input Impedance

• 10 Mega ohm per volt is the standard today.

• If the meter impedance meets today’s standard, then the next thing to check is how accurate the meter is.

.

Page 425: Tech Only 2009 Atra Powertrain Expo

FUNCTION

VDC

RANGE

4.000V40.000V

400.000V 1000.000V

RESOLUTION

0.001V0.01V0.1V1V

ACCURACY

+/- (0.1% + 1)+/- (0.1% + 1)+/- (0.1% + 1)+/- (0.1% + 1)

Reproduced with permission: Fluke Corporation

Meter Accuracy

Page 426: Tech Only 2009 Atra Powertrain Expo

Meter Accuracy

Best meter accuracy is +/- 0.1% + 1, the + 1 is for the last digit displayed.

Acceptable accuracy is +/- 0.5% + 1.

Any meter less accurate than this is not accurate enough for all the testing that needs to be done on today’s vehicles.

Page 427: Tech Only 2009 Atra Powertrain Expo

How Accurate Should Test Results Be?

If the spec is a range and your reading falls outside of the range, its scrap

If a single number is given as a spec,(+) or (-) 10% of the number

means its scrap

Based on the accuracy of vehicle computer systems;majority of computer resistors have a tolerance of (+) or (-) 10%.

Page 428: Tech Only 2009 Atra Powertrain Expo

WRAP UP

• You need a good meter to get accurate results today. • Engineered resistance won’t present a problem unless its value changes

significantly.• Significant resistance is what you will be up against most of the time even when

the generator and battery are working as designed.• Significant resistance is never the same value in all circuits. • You cannot always visually locate significant resistance.• You can always find the voltage drop that significant resistance causes.• Use only the battery negative (-) terminal as a ground point for all voltage drop

testing.• If the vehicle has side mount battery terminals, removing, cleaning and

reassembling is always a starting point before doing any voltage drop testing. • You must be aware of the limitations of the voltmeter and the

ohmmeter.• Don’t do open circuit testing, always do voltage drop testing. • If you would rather unplug components than pierce wires, load testing wires shows

positive proof of voltage drop problems. • Shared current paths affect troubleshooting.• Shared current paths should always be tested first before you begin

troubleshooting individual circuits.• Make all initial voltage drop test “all inclusive”, then test the “parts and pieces”.

Page 429: Tech Only 2009 Atra Powertrain Expo

Visit my website:

www.Vestest.comThank you

Joe Glassford

Page 430: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

1 Sonnax Industries ATRA EXPO 2009

Asian Warner FWD 6 Speed Contents

Topic Page/s

Features; Power-flow; Hydraulic Control and Adjustments

2-9

Exploded view, Vacuum test locations on TF-81-SC (Ford/Mazda)

10-16

Exploded view, Vacuum test locations on AF-40 (Volvo, Opel, Saab)

17-26

Exploded view, Vacuum test locations on TF-60 SN (VW O9G)

27-34

Pressure Testing

35-40

Common Complaints, Cause, Correction on AW6-FWD

41-50

Codes and Relearn Procedure

51, 52

Page 431: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

2 Sonnax Industries ATRA EXPO 2009

AW6 FWD & RWD TECHNICAL FEATURES

• AW 55 50 was designed in ‘98 and went into production in ‘99. Torque capacity of

330 N.m. • AW/TF 60 was designed in ‘02 along with the rear wheel drive unit, the TR 60 SN.

Both units use similar power flow & control. TF 60 went into production in the ‘03 Beetle (09G) with torque capacity of 280N.m. The latter 09K has 400N.m. and 09M has a 450 N.m. torque capacity.

• Skip shift scheduling controls 4 clutches simultaneously. The units have the ability and programming for 2-4; 4-6 up-shifts and 6-2, 2-1; 5-3, 3-1, 4-2 and 2-1 downshifts. This is accomplished by designing a compact hydraulic circuit that remains pre-charged. • Each clutch apply or release is controlled by one solenoid and valve circuit. • The control pressure curve of each circuit is affected by the adjustment screw on

the end of the bore, from the solenoid. That feature is combined with fast adapts and CAN feedback.

• Software has been reduced by 45% over 5 speed and parts by 27% with a gain

of 5% fuel economy. • TF-80SC utilizes a brake band, TF-60SN uses a B1 clutch. The oil transfer

grooves in the band drum are critical to the timing for apply and to reduce heat. The double wrapped band has special oil grooves to reduce heat.

• Temperature sensor is extremely critical to proper shift strategy and adaption! TCM

has 3 distinct temperature modes of operation. 1. TCC apply & normal clutch apply release strategy. 2. Stage 1: 127°C (260°f) shifts become later and TCC remains applied longer. 3. Stage 2: Engine torque reduction.

Page 432: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

3 Sonnax Industries ATRA EXPO 2009

SO

LEN

OID

-PO

WE

RFL

OW

A

W6

FWD

R

AN

GE

S

OLE

NO

ID

CLU

TCH

B

RA

KE

O

.W.C .

FOR

D/V

OLV

O/P

SA

S

SC

S

LC1

SS

D

SLC

2 S

SE

S

LC3

SS

F S

LB1

SS

A

S1

SS

B

S2

C-1

C

-2

C-3

B

-1

BA

ND

B

-2

CLU

TCH

F-

1

V.W

. N

92#5

N

282#

9 N

90#3

N

283#

10

N88

N

89

K-1

K

-2

K-3

B

-1

Clu

tch

B-2

C

LUTC

H

F-1

P

X X

X X

R

X X

X

X

X

N

X X

X X

Neu

tral C

ontro

l X

X

X

X

X

D S

1ST

X

X

X Z

Z X

Z

X

2ND

X X

X

X

3RD

X

X C

y C

y X

X

4TH

X

X C

y C

y X

X

5TH

X

X C

y C

y

X X

6TH

X

X

C

y C

y

X

X

S

SC

& S

SE

sol

enoi

ds h

ave

resi

dual

clu

tch

pres

sure

feed

ing

back

to th

e op

posi

ng c

lutc

h co

ntro

l val

e

Sol

enoi

d fo

r Clu

tch

C-1

C

-2

C-3

B

-1

RE

SIS

TAN

CE

-OH

MS

4.

0-8.

0 4.

0-8.

0 4.

0-8.

0 4.

0-8.

0 10

-16

10-1

6 Li

near

sol

enoi

ds o

pera

te a

t 300

Hz.

Sol

enoi

d Fl

ow

N.O

N

.O.

N.O

. N

.O.

N.C

N

.C

N91

/TC

C/S

LU is

N.C

.; N

93/E

PC

/SLT

is N

.O

X

=ON

=

OFF

Z =

ON

DU

RIN

G E

NG

INE

BR

AK

ING

C

y=C

YCLE

D

Page 433: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

4 Sonnax Industries ATRA EXPO 2009

K3 K1 F

B2 K2 B1

AF 40 - B1 is a Band

TF 60 SN - B1 is a Clutch

K2 Case

sleeve

• Clutch piston travel is critical and set by selective flange/snap rings. • Split band has a print mark between the straps near the anchor. If the print mark is

worn away, band should be replaced. The C3 clutch drum onto which the B1 band applies, has a special surface finish and should not be altered. The B1 band should be pre-soaked with the correct fluid for 2 hours.

• Faced clutch plates have a print mark. OE suggests if the print mark is not legible the friction plate should be replaced and a new pre-soaked friction installed.

Page 434: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

5 Sonnax Industries ATRA EXPO 2009

Servo Actuating: • Reduces gear shift lag by prim-

ing circuit. • Uses temperature & pressure

to adjust. • Accurately times end of piston

stroke.

Torque Phase: • CAN & adaptive strategy timing

apply & release of exhausting clutch.

Inertia Phase:

• After initial apply, RPM vs. torque vs. slippage is monitored. Psi. is adjusted to eliminate the slip at the end of the shift.

Skip Shift: • Four elements controlled • Controls the apply & release

to reduce overlap without bind or flare.

SLIP SHIFT 6-3

UPSHIFT

UPSHIFT

SLIP SHIFT 6-3

Page 435: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

6 Sonnax Industries ATRA EXPO 2009

A balance area opposes clutch apply pistons. These are fed from lubrication oil. The valve body damper/accumulators pre-charge all circuits.

A:

Piston Hydraulic Pressure Chamber

B:

Centrifugal Hydraulic Pressure Control

Chamber

C-1=1.2 to 1.4mm 2.8-3.5mm

C-2=.045 to .065mm 2.5-3.2mm

C-3=0.6 to 0.8mm 2.8-3.5mm

B-2=1.2 to 1.4mm 47-53mm

Clutch Piston Stroke (use selective flanges)

Page 436: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

7 Sonnax Industries ATRA EXPO 2009

Adjuster: By sealing this with Loctite or

cutting o-ring groove. Both the vacuum test and clutch

control improve.

Vacuum Test Example 3”=Poor 7”=Poor

12”=Normal 11”=Normal 14-18” =Post repair 14-18”=Post repair

Refer to vacuum test locations on all covers.

Page 437: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

8 Sonnax Industries ATRA EXPO 2009

(3) a

lignm

ent h

oles

EXA

MP

LE:

C

-3 a

djus

ter:

Tur

n sc

rew

out

-w

ard

to in

crea

se C

-3 c

lutc

h pr

essu

re .

1/

4 tu

rn is

abo

ut 4

psi

. clu

tch

diffe

renc

e.

Wou

ld s

ugge

st 1

/2 tu

rn fi

rst

atte

mpt

.

Hill

hol

d, N

-D, 4

-5, 5

-4

3-4,

4-3

Rev

s.

2-3,

4-5

3-

2, 5

-4

3-4

4-3,

6-5,

6-3

1-2,

3-2

5-

6, 6

-5

Line

rise

& s

hift

qual

ity

TCC

sol

enoi

d

Incr

easi

ng c

lutc

h pr

essu

re w

ill re

duce

slip

dur

ing

up s

hift.

In

crea

sing

pre

ssur

e w

ill s

low

clu

tch

exha

ust d

urin

g re

leas

e.

FOR

D-M

AZD

A P

ICTU

RED

HE

RE

(U

se o

ther

Illu

stra

tions

and

app

licat

ion

char

t on

pg. 3

to m

atch

AW

6 D

esig

n)

Can

Alte

r Driv

e-ab

ility

by a

djus

ting

clut

ch p

ress

ure

cont

rol o

n A

LL A

W6!

Rem

embe

r! C

lutc

h ov

erla

p re

quire

s tim

ing

or a

djus

tmen

t of t

he a

pply

and

/or t

he re

leas

ing

clut

ch (s

). A

lway

s m

easu

re th

e ad

just

er o

r not

e th

e tu

rns

to re

gain

OE

, if r

equi

red.

SS

C

SS

D

SS

E S

SF

Page 438: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

9 Sonnax Industries ATRA EXPO 2009

Tips Regarding Clutch Control Adjustment O9G

When adjusted properly: • Hill hold will not allow vehicle to roll back nor move forward with foot off accelerator. • Smooth engagement into Fwd-Revs. Not more than 1.5 second delay or double

bump into reverse. To Isolate proper drive-ability & shift quality: • Suggest graphing engine RPM & transmission ISS #182. When correct they follow

each other with slight delay/lower ISS. • Flare & harsh shifts show up on graphs as spikes, or square wave shift transitions. • Drive monitoring TCC slip RPM. Verify TCC stages: off, on, modulated slip mode. • When K-3 is too far out of adjustment, a cut-loose will occur on 2-3 or harsh 3-2

down shifts. It is likely the B-1 will have to be adjusted at the same time. • Drive and adjust in city driving conditions first. Once acceptable, drive it harder with

elevated up shifts and coast down. Testing on hydraulic test stand. • Strongly suggest the solenoid cover with control valves be tested independent of

the rest of the valve body. • Compare OE duty % and clutch control out put, then adjust your rebuilt to match.

Page 439: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

10 Sonnax Industries ATRA EXPO 2009

IDENTIFICATION OF VALVE BODY CORES

AF/AWF-21; TF 81SC; AW6 AEL FORD LINCOLN

Year Vehicle Engine Year Vehicle Engine 05-07 Five Hundred 3.0L 07-09 MKX, MKZ 3.5L

06-09 Fusion 3.0L 06-07 Zephyr 3.0L

LAND ROVER MERCURY 07 Freelander II 1.8/2.5L 06-09 Milan 3.0L

07 LR2 3.2L 05-07 Montego 3.0L

07-08 CX7 2.3L

07-08 CX9 3.5L

06-07 6S 3.0L

MAZDA

Side mount valve body & pan.

Page 440: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

11 Sonnax Industries ATRA EXPO 2009

Ford

/Maz

da-F

ront

Cov

er

TCC

SSE

SSF

PC

A

SS

D

SS

C

C3

Clu

tch

Con

trol

B1

Ban

d C

ontro

l

Mai

n P

ress

ure

Reg

.

1 B

oost

Ass

embl

y

C1

Clu

tch

Con

trol

B1

Ban

d A

ccum

ulat

or

C2

Clu

tch

Con

trol

2 1

3

Page 441: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

12 Sonnax Industries ATRA EXPO 2009

Ford

/Maz

da M

iddl

e C

astin

g -F

ront

Sid

e 7

4 V

acuu

m m

arks

at v

alve

s, n

ote

test

ed fr

om

circ

uit o

n op

posi

te s

ide

of c

astin

g.

B1/

C3

cont

rol Lo

ckup

Rel

ay

B1/C

3 R

elay

12

B1/

C3

Shi

ft R

estri

ct

B1/

C3

Sw

itch

8 5

6

C1

Shi

ft

B2/

C2

Sw

itch

C2

Rel

ay C

3 Si

gnal

B1

Sig

nal

Seco

ndar

y Pr

ess

Reg

.

Sequ

ence

Cut

back

15

14

13

11

10

3

4

5

6

7

8

9

Page 442: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

13 Sonnax Industries ATRA EXPO 2009

Ford

/Maz

da R

ear C

over

, Fro

nt S

ide

10

11

9

12

L/U

Con

trol

L/U

Con

trol P

lung

er

Ass

embl

y

Sole

noid

Mod

ulat

or #

1

C1

Rel

ay

C2

Tim

ing

Sole

noid

Mod

ulat

or #

2

Engi

ne B

rake

En

gage

men

t

20

21

18

19

17

16

Page 443: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

14 Sonnax Industries ATRA EXPO 2009

FORD MAZDA

Page 444: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

15 Sonnax Industries ATRA EXPO 2009

FORD AW6 SPRING I.D. Bore # Identification Color Wire dia. Spring OD Free Length

SOLENOID/FRONT COVER 1 Main Pressure regulator Plain .047” .541” 1.472” SSD-C2 Plain .032” .253” .740” SSC-C1 Pink .032” .324” .762” SSE-C3 Plain .032” .253” .740” SSF-B1 Blue .030” .253” .675” Accumulator inner Lt. blue .061” .430” 1.089” Accumulator outer Plain .082” .631 1.085” Relief. 0.392 diameter White .023” .249” .593” Relief.314 dia. x2 Orange .014” .161” .368”

MIDDLE CASTING 3 C1 Shift Lt. brown .026” .252” 1.126” 4 B2/C2 Switch White .028” .297” 1.131” 5 C2 Relay Pink .024” .275” 1.071” 6 C3 Signal Lt. brown .026” .252” 1.126” 7 B1 Signal Pink .024” .275” 1.075” 8 Secondary regulator Plain .039” .413” 1.582” 9 Sequence White .026” .325” 1.038”

10 Cut back White .026” .325” 1.038” 11 B1-C3 Switch Pink .024” .275” 1.074” 12 B1-C3 Check ball 13 B1-C3 Relay Pink .024” .275” 1.074” 14 Lock-up Relay Lt green .020” .275” 1.054” 15 B1-C3 Control Lt brown .026” .252” 1.126”

REAR CASTING 16 Engine brake 17 Solenoid modulator 2 Plain .052” .389” 1.207” 18 C2 Timing White .028” .295” 1.130” 19 C1 Relay Pink .024” .271” 1.075” 20 Lock-up Control Plain .026” .382” .781” 21 Solenoid modulator 1 Plain .050” .389” 1.207

(4 lower accumulator)

Accumulator diameter .627” Red .040” .308” .921” Red .061” .479” .923”

Accumulator diameter .627” Red .040” .308” .921” Red .061” .479” .923”

Accumulator diameter .785” Lt. blue .062” .430” 1.090” Plain .080” .630” 1.088”

Accumulator diameter .785” Lt. blue .062” .430” 1.090” Plain .080” .630” 1.088”

Large accumulator end diameter .942” Plain .0772” 3.045”

Upper Accumulator dia.785” Plain .080” .635” 1.085” Blue .060” .428” 1.085”

Lower Accumulator diameter .785”

Green .053” .416” 1.056” Green .076” .618” 1.045”

(Inch x 25.4=mm)

Page 445: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

16 Sonnax Industries ATRA EXPO 2009

VALVE RELIEF CUP & SPRING REFERENCE

Valve #

Relief Cups & Springs Specification

Valve #

Relief Cups & Springs Specification

1 .392”O.D. White

.247” O.D. .022”wire

.597” free length 10.5 coils

7

Opposite side

TEE relief No color

.370” O.D. .050” wire

.427” free length 3.2 coils

2 .312” O.D. Orange

.161” O.D. .015” wire

.371” free length 8.5 coils

8

Opposite side

.392” O.D. No color

.203” O.D. .018” wire

.448” free length 9 coils

3 .312” O.D. Orange

.161” O.D. .015” wire

.371” free length 8.5 coils

9 .393” O.D. White

.247” O.D. .022” wire

.597” free length 10.5 coils

4 .392” O.D. White

.246” O.D. .025” wire

.600 free length 10.5 coils

10 .393” O.D. White

.247” O.D. .022” wire

.597” free length 10.5 coils

5 .392 O.D. Light Blue .250” O.D. .040” wire

.548” free length 6.0 coils

11 .312” O.D. Orange

.162” O.D. .014” wire

.365” free length 8.5 coils

6 .392” O.D. Orange

.250” O.D. .034” wire

.620” free length 7 coils

12 .393” O.D. White

.247” O.D. .022” wire

.597” free length 10.5 coils

TF81 SC FORD/Mazda

Page 446: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

17 Sonnax Industries ATRA EXPO 2009

IDENTIFICATION OF VALVE BODY CORES

AF40; AM6; AW TF-80 SC VOLVO CITREON

Year Vehicle Engine Year Vehicle Engine 07-09 XC90 3.2L 06-07 C4

06-09 XC90 4.4L 06 on C5 1.8/2.0L 2.2dsl

08-09 XC70 3.2L 05-07 C6

09 XC60 3.0L 05-07 C8

07-09 580 3.2L 02 on Synergie Transit

07-09 580 4.4L OPEL

SAAB 06-07 Vectra C 2.2/3.2L

06-07 9-3 2.0/2.8L 05-07 Zafira 2.2L

06-07 Axtra G 2.0/2.2L

PEUGEOT 06-07 607 2.2/2.9L FIAT

07 407 06-07 Croma

06-07 307 1.7/2.2L

Page 447: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

18 Sonnax Industries ATRA EXPO 2009

TF 80 AF-40/AM6

33

31

32

30 SLT

SLC1

SLC2

S1-S2

TCC

SLC3

SLB1

29

Ports in middle, check control valve to solenoid. Outside ports check control valve to adjuster. Don’t be surprised at 5” or less!

Page 448: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

19 Sonnax Industries ATRA EXPO 2009

4

3

2

1

TF 80- AF 40/AM6

Page 449: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

20 Sonnax Industries ATRA EXPO 2009

TF 80- AF 40/AM6

Page 450: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

21 Sonnax Industries ATRA EXPO 2009

5

8

6

7

.392 TEE pink .350” O.D. .042” wire

.680” free length 4.5 coils

.392” cup white .246” O.D. .024” wire

.595” free length 10.5 coils

.312” cup red .160” O.D. .015” WIRE

.374” free length 9 coils

TF 80- AF 40/AM6 9

Page 451: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

22 Sonnax Industries ATRA EXPO 2009

Acc

umul

ator

2

red

sprin

gs

.392

” cup

O

rang

e .2

48” O

.D.

.036

” wire

.6

15 fr

ee

leng

th

7 co

ils

.392

” cup

whi

te

.246

” O.D

. .0

24” w

ire

.595

” fre

e le

ngth

10

.5 c

oils

Acc

umul

ator

2

red

sprin

gs

.392

” cup

whi

te

.246

” O.D

. .0

24” w

ire

.595

” fre

e le

ngth

10

.5 c

oils

TF 80- AF 40/AM6

Page 452: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

23 Sonnax Industries ATRA EXPO 2009

18A

17

16

15

13

14A

12

11

A=Accumulators. Can be vacuum tested through the cover as well.

19A

No

20

21

22A

23

24

25

TF 80- AF 40/AM6

Page 453: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

24 Sonnax Industries ATRA EXPO 2009

.312

” cup

red

.161

” O.D

. .0

16” w

ire

.363

” fre

e le

ngth

.468

” cup

whi

te

.275

” O.D

. .0

18” w

ire

.655

” fre

e le

ngth

26

27

TF 80- AF 40/AM6

Page 454: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

25 Sonnax Industries ATRA EXPO 2009

TF 80- AF 40/AM6

Page 455: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

26 Sonnax Industries ATRA EXPO 2009

VOLVO AW 6 SPEED SPRING I.D. Bore # Identification Color Wire dia Spring OD Free Length

MIDDLE CASTING 1 Main pressure regulator Plain .050” .551” 1.495” 2 Sequence valve Lg. blue .028” .326” 1.021” 3 B2/C2 Switch White .030” .299” 1.127” 4 C1 Shift Red .028” .254” 1.100” 5 B1/C3 Control Orange .028” .255” 1.131” 6 B1/C3 Relay Pink .026” .278” 1.055” 7 B1/C3 Check ball 8 B1/C3 Switch Valve Pink .026” .281” 1.075” 9 Manual Valve

REAR BODY WITH 1 ACCUMULATOR 26 Accumulator C1 Plain .087” .771” 3.051” 27 Lock-up control Plain .028” .382” .800”

TOP COVER WITH SOLENOIDS 29 Cut back Lt. blue .028” .322” 1.015” 30 SLB1-B1 Control Plain .034” .258” .739” 31 SLC2-C2 Control Blue .032” .258” .663” 32 SLC3-C3 Control Plain ..034” .258” .739” 33 SLC1-C1 Control Pink .034” .327” .752”

REAR CASTING WITH ACCUMULATORS & END PLATES 11 C2 Relay Pink .026” .283” 1.064” 12 C2 Timing White .029” .298” 1.132” 13 B1 Signal Pink .026” .280” 1.071”

14 Accumulator Outer Plain .083” .633” 1.094” Accumulator Inner White .063” .433” 1.089”

15 Engine brake engagement No spring 16 Accumulator 17 Secondary Regulator Plain .041” .416” 1.595” 18 Accumulator Inner Plain .083” .633” 1.094” 19 Accumulator Outer White .063” .433” 1.089” 20 Solenoid Modulator Plain .052” .393” 1.195” 21 Relay Valve Pink .027” .279” 1.069”

22 Accumulator Outer Green .079” .618” 1.040” Accumulator Inner Green .055” .414” 1.068”

23 Shift Valve Orange .029” .254” 1.130” 24 Solenoid modulator Plain .052” .393” 1.200” 25 TCC Lock up relay Lt. green .023” .273” 1.025”

Note: Valve terminology may differ!

Page 456: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

27 Sonnax Industries ATRA EXPO 2009

IDENTIFICATION OF VALVE BODY CORES

TF-60SN, O9G, O9M, 09K V.W. AUDI

Year Vehicle Engine Year Vehicle Engine 07 Eos 2.5L 03-06 A3 2.0/3.2L

06-07 Golf 1.9L dsl 06-07 A4 2.0/3.2L

06-07 Golf 2.5L 04-06 Avant, S4 4.2L

06 GTI 2.0L 03-06 TT 1.8/3.0L

05-06 Jetta 1.9L dsl

05-06 Jetta 2.5L SEAT 03-07 Multi-van 2.5/3.2L 06-07 Altea

03 Beetle 1.8/1.9L 06-07 Leon

06-07 Passat 2.0/3.6L 05-07 Toledo

06-07 Polo

05-07 Touran BMW 04 Transporter 06-07 Mini’s 1.6L

Pressure switches used until ‘04.

There are external & case mounted cooler

designs!

The separator plate must match the type of cooler. A7/A6 plate code is case mounted.

F0 is external.

Page 457: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

28 Sonnax Industries ATRA EXPO 2009

primary pressure regulator –1

2-secondary pressure regulator

3 G 193

N88

N 89

G 194

N 91 TCC N 93

EPC

7 N 90 K3

6 N 283

B1

5 N 282

K2

4 N 92 K1

8

TF-60SN

Align. pin

Align. pin

Control valve index: Min. .187”-4.74mm Max. .220”-5.58mm From end of casting

Use 2 alignment pins of.238” diameter

Page 458: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

29 Sonnax Industries ATRA EXPO 2009

.293” cup red; .160” O.D. .015” wire; .374” free length

.392” cup orange; .249” O.D.; .035 wire;

.694” free length; 6.5 coils

.392” cup white; .246” O.D.; .024” wire;

.595” free length

.312” cup red; .160” O.D.; .015” wire;

.374” free length .392” cup orange; .249” O.D.; .035” wire; .624” free length;

6.5 coils

Relief is not in all TF60 units. No hole in plate=no relief.

Key: Vacuum test location

TF 60 SN

Page 459: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

30 Sonnax Industries ATRA EXPO 2009

9 10 11 12 13 14 15

19 18 17 16

Rubber check ball .210-.218”

.375” cup white .246” O.D. .024” wire

.589” free length 11 coils

TF 60 SN

Page 460: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

31 Sonnax Industries ATRA EXPO 2009

26 27

25

24

23 22

21

20

4 Accumulator pistons on back side. .392” TEE no color; .374” O.D.;

.050” wire; .428” free length

3 coils Line relief at B1/C3 control valve.

25

24

20

21

.392” cup white; .245” O.D. .024” wire

.598” free length 10.5 coils

TF 60 SN

Page 461: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

32 Sonnax Industries ATRA EXPO 2009

.392” cup white .245” O.D. .024” wire

.598” free length

Rubber

.392” TEE green .334” O.D. .030” wire

.793” free length

30

28

29

Page 462: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

33 Sonnax Industries ATRA EXPO 2009

Plate ID and

cooler hole area

Main separator plates vary. A6/A7 (pictured above) are used with case mounted cooler FO code has external cooler.

Page 463: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

34 Sonnax Industries ATRA EXPO 2009

O9G AW6 SPRING I.D. Bore

# Identification Color Wire dia. Spring OD Free Length

SOLENOID/FRONT COVER 1 Primary Regulator Pink .043” .519” 1.450” 2 Secondary Regulator White .046” .410” 1.485” 3 Solenoid Modulator #2 No color .040” .315” 1.00” 4 N-90 K3 Control Pink .036” .325” .800” 5 N-283 B1 Control White .034” .256” .740 6 N-282 K2 Control Dark Red .034” .250” .746” 7 N-92 K1 Control Dark Green .040” .326” .805” 8 Manual Valve

MIDDLE CASTING 9 B2-C2 Switch White .028” .290” 1.140” 10 B1-C3 Switch Pink .024” .270” 1.080” 11 C1 Shift Brown .026” .250” 1.135” 12 B1 Signal Pink .024” .275” 1.075” 13 C1 Relay Pink .024” .275” 1.075” 14 B2 Switch Lt. Green .026” .322” 1.010” 15 Engine Brake No Spring 16 Lock up Relay Lt. Green .022” .275” 1.010” 17 Cut back Lt. Green .026” .322” 1.010” 18 C2 Signal Brown .026” .250” 1.135” 19 C2 Timing White .028” .290” 1.135”

UPPER/FRONT 4 ACCUMULATOR PISTON BODY 20 Check ball 21 B1 Signal Pink .024” .278” 1.085” 22 K3 Accumulator No/Lt. Green .076/.053” .621/.412” 1.050/1.055” 23 B2 Accumulator Lt. Green/Pink .089/.060” .620/.400” 1.0/1.036” 24 B1-C3 Relay Pink .024” .278” 1.073” 25 B1-C3 Control Brown .026” .248” 1.146” 26 K1 Accumulator No color .076” .620” 1.055” 27 K2 Accumulator No color .076/.055” .620/.410”. 1.055/1.046”

UPPER/REAR TCC CONTROL BODY

28 Solenoid modulator Lt. Brown 29 TCC Control Dk. Green 30 Line Pressure Accumulator -

Sm diameter Lg. diameter

No paint No paint

.053” .077”

.412” .618”

1.058” 1.045”

Note: Valve terminology may differ! (Inch x 25.4=mm)

Page 464: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

35 Sonnax Industries ATRA EXPO 2009

TC Release on Ford/Mazda

C1

C3

C2

B2 on AF-40, lube on TS80

B2

AF-40 B1

AF-40 TC Re-lease

Pressure Tap Location Ford/Mazda Type Similar in location to AF 40

Cooler return

Page 465: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

36 Sonnax Industries ATRA EXPO 2009

PRESSURE TAP IDENTIFICATION O9G

K3

K1

K2 Lube B2 TCC Release

B1

Page 466: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

37 Sonnax Industries ATRA EXPO 2009

TYP

ICA

L C

-1 C

LUTC

H P

RE

SS

UR

E (T

ypic

al o

f all

FWD

AW

6)

P, N

19-2

0 C

-1 e

ngag

es

PA

RK

TO

DR

IVE

Poi

nt o

f E

ngag

emen

t, 1.

2 se

cond

s.

Driv

e ac

cele

ratio

n to

1-

2 sh

ift

2-3

SH

IFT

& 3

-4

4-5

5-4,

6-4

4-

3-2

190,

180

ju

st p

rior t

o do

wns

hifts

Am

ount

of l

ine

rise

is to

rque

pro

porti

onat

e.

58-6

1 D

/Idle

225

Stal

l D

rive

Page 467: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

38 Sonnax Industries ATRA EXPO 2009

TYP

ICA

L C

-3 C

LUTC

H P

RE

SS

UR

E (A

ll AW

6 FW

D)

PA

RK

P

TO

RE

VS

.75

SE

CO

ND

S

Idle

R

evs.

.

RE

VS

ST

ALL

1ST-

2ND

2-

3, 1

.2 S

EC

ON

DS

3-

4, 1

.2 S

EC

ON

DS

4-

5, 1

.2 S

EC

C-3

pre

ssur

e sp

ikes

to a

ppro

xim

ate

170-

180

on a

ll do

wn

shift

s.

334

max

.

88

Page 468: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

39 Sonnax Industries ATRA EXPO 2009

AW6

TYP

ICA

L LU

BE

PR

ES

SU

RE

PA

RK

, RE

V, N

, ID

LE

DR

IVE

EN

GA

GE

1.

5 S

EC

C

OO

L TE

MP

DR

IVE

IDLE

A

T H

WY

S

PE

ED

S H

OT

1-2.

2-3

RIS

E

AT

EA

CH

S

HIF

T

3-4

SH

IFT

NO

RM

AL

5-

8 ps

i TC

C

AP

PLI

ED

Page 469: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

40 Sonnax Industries ATRA EXPO 2009

#6-N

93

EP

C L

INE

AR

SO

LEN

OID

(Typ

ical

TF-

60S

N)

PA

RK

-N, R

-N, N

-D

RE

V. S

TALL

TY

PIC

AL

UP

SH

IFT

4TH

CR

UIS

E,

4-5,

5-6

Low

am

pera

ge=

Hig

h pr

essu

re o

r inv

erse

pro

porti

onal

#5 N

92 L

INE

AR

SO

LEN

OID

(Typ

ical

TF-

60S

N)

PA

RK

P

-R

N-D

1,

2, 3

, 4

5-4

FOR

CE

D D

OW

NS

HIF

T 5T

H &

6TH

C

ontro

ls K

-1/C

-1 c

lutc

h.

L

ow A

mp=

Hig

h cl

utch

pre

ssur

e.

Page 470: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

41 Sonnax Industries ATRA EXPO 2009

COMMON COMPLAINTS WITH ASIAN WARNER 6 SPEED FWD

NOTES:

Page 471: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

42 Sonnax Industries ATRA EXPO 2009

Complaint: • Harsh up or downshifts. • TCC slip, fluid overheat • RPM cycling at low speed or coast Cause: • TCC clutch is not releasing or loss of TC modulation control. • Torque converter clutch control valve bore worn and/or secondary regulator valve

bore worn. Diagnostic Procedure: • Monitor converter release pressure, to verify the clutch is being controlled. If re-

lease psi remains low (see chart) during up/down shift, the control valve is not stroking. Compare the release psi to TCC solenoid amperage. For overheated conditions, also monitor cooler flow (see chart)

Page 472: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

43 Sonnax Industries ATRA EXPO 2009

Not

e: T

appi

ng re

leas

e pr

essu

re is

a g

ood

met

hod

to v

erify

ope

ratio

n of

#4-

N 9

1 so

leno

id.

T

CC

mod

ulat

es o

ff-on

dur

ing

4-5-

6 ge

ar s

hifts

. Th

is ta

p is

a m

etho

d to

ver

ify T

CC

is a

ffect

ing

shift

qua

lity.

TC

C m

odul

ates

on

afte

r 1-2

shi

ft.

T

CC

cut

off

durin

g Ti

p-Tr

onic

up

& d

own

shift

s

TC

C re

mai

ns o

n du

ring

coas

t dow

n.

If

coo

ler r

elea

se p

ress

ure

is lo

w, c

heck

flui

d le

vel!

AW6

CO

NV

ER

TER

RE

LEA

SE

PR

ES

SU

RE

(Typ

ical

)

STA

RT,

PA

RK,

RE

VS

, N, D

RIV

E ID

LE

RE

VS

. STA

LL

DR

IVE

HA

RD

AC

CE

L.

TCC

AP

PLY

Page 473: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

44 Sonnax Industries ATRA EXPO 2009

AW6

CO

NV

ER

TER

RE

LEA

SE

PR

ES

SU

RE

PA

RK

TO

RE

VS

1-

2 U

PS

HIF

T 2-

3 U

PS

HIF

T 3-

4 U

PS

HIF

T 4-

5 S

HIF

T 5-

6 SH

IFT

TO

FULL

TC

C O

N

TC

C s

trate

gy o

f par

tial s

lip b

etw

een

up-s

hifts

.

TCC

may

rem

ain

appl

ied

on c

oast

dow

n fo

r eng

ine

brak

ing.

Whe

n co

nver

ter i

s fu

lly a

pplie

d, re

leas

e w

ill b

e –0

-

All

Con

verte

r app

ly &

rele

ase

flow

& p

ress

ure

is c

ontro

lled

by lo

ck-u

p co

ntro

l val

ve a

nd fe

d by

sec

onda

ry re

gula

tor v

alve

,

limiti

ng it

to 1

25 p

si.

Page 474: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

45 Sonnax Industries ATRA EXPO 2009

#4-N

91

TCC

LIN

EA

R C

ON

TRO

L S

OLE

NO

ID (T

ypic

al T

F-60

SN

)

PA

RK

, RE

V.,

DR

IVE

1-2

P

OS

T 1-

2 S

HIF

T C

ON

TRO

L S

LIP

FU

LL O

N

DR

OP

DU

RIN

G 2

-3, 3

-4, 4

-5 U

P O

R D

OW

N S

HIF

T

Not

es:

0.2

Am

p =

off

.9/1

.0am

p =

full

on

(E

xam

ple)

; ‘07

TF-

60 J

etta

N

o m

odul

atio

n up

on e

ngag

emen

t int

o P

-R o

r R-D

; can

sta

rt m

odul

atio

n or

con

trol s

trate

gy ju

st a

fter 1

-2 s

hift.

H

ot c

ontin

uous

mod

ulat

ion

durin

g m

aneu

vers

of u

p &

dow

n sh

iftin

g. H

ot c

ontin

uous

mod

ulat

ion

durin

g lif

t thr

ottle

rele

ase.

R

etur

ns to

1.0

Am

p po

st s

hift.

Cut

bac

k to

0.2

(app

roxi

mat

e) in

man

ual T

ip-T

roni

c co

ntro

l shi

fts.

TC

C s

lip v

ery

activ

e at

spe

eds

35-5

0 K

. D

oes

not c

ance

l with

bra

ke p

edal

.

Rem

ains

at 1

.0 A

mp

durin

g co

ast d

own

5, 4

, 3, 2

, 1 fo

r eng

ine

brak

ing.

All

linea

r sol

enoi

ds fo

llow

N 9

1 A

mp

spik

e.

Sug

gest

mon

itor s

lip R

PM w

ith a

mpe

rage

nor

mal

, tra

nsm

issi

on te

mp

is 8

7C a

t 0.7

0 vo

lts.

Max

imum

sta

ll R

PM

, 278

5 in

reve

rse,

bu

t sta

ll te

stin

g is

not

sug

gest

ed.

Page 475: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

46 Sonnax Industries ATRA EXPO 2009

AF-

21 ‘0

9 Fu

sion

10K

Coo

l

Hot

Par

k R

ever

se

Idle

R

ever

se

stal

l D

rive

Id

le

Driv

e S

tall

Driv

e 1-

3 TC

C

Can

cel

TCC

Ap

plie

d

Med

. Acc

eler

atio

n

Har

d ac

cele

ratio

n

2.8

TCC

app

lied

on h

ard

ac

cele

ratio

n

Even

t: N

orm

al o

pera

tion

____

____

____

____

____

____

____

____

____

____

____

____

____

____

__

Not

es:

Top

hose

coo

ler r

etur

n___

____

____

____

____

____

____

____

____

____

____

____

____

___

Page 476: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

47 Sonnax Industries ATRA EXPO 2009

Complaint: • Flare on 2-3 shift • Harsh engagement • Delay forward or reverse Cause: • Clutch control valves (at solenoid bore) are out of adjustment. Primarily K3/C3 and

or B1. • K3 valve is most active and bore wears quickly. Correction & Diagnosis: Must repair K3/C3 clutch control valve body, then: • Remove oil pan and adjust clutch control valves. Always measure & record the OE

position. • To overcome a flare on 2-3, back out the K3 adjuster which increases apply psi.

You may have to turn in the B1 adjuster to slow down its exhaust rate. Suggest 1/2 to 3/4 turn per test.

• Suggest use of graphing scanner to monitor engine RPM vs. ISS RPM. Should not have spikes in engine RPM during down shift. Engine RPM and ISS #182, sensors should parallel each other. If the engine RPM has spikes at the beginning of shift, clutch pressure is not high/fast enough. If the engine RPM sensor appears to be a square form or dips down during shift, there is a bind up and the opposing clutch (probably B1) may have to be adjusted as well!

Note: On the V.W. TF60SN, the Ross-Tech performs well for this diagnosis. (www.Ross-Tech.com)

Page 477: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

48 Sonnax Industries ATRA EXPO 2009

Complaint: • Slippage or loss of 3-4, K-2 clutch failure Cause: • TF 60 series is common to have a cross leak under the case sleeve which feeds

the K-2 clutch. Correction: • Replace the sleeve with an aftermarket with improved retention. Complaint: • Loss of lubrication • Transmission temperature codes • Enable of shift mode I or II Cause: • Incorrect valve body and separator plate for case lube design. • Remote heat exchanger and case mounted cooler, use different separator plates. Correction: • Install matching parts. To isolate this (prior to road test) check for cooler flow and

release pressure on the lift. Refer to Sonnax charts. Complaint: • (09M, 09G) Harsh reverse, 3rd or 5th. • Bind up on 3-4 or 3-2. Cause: Damaged K-3 clutch balance piston. This piston acts as a return and accumulator counter acting upon the K-3 apply piston. Correction: • Need to replace the K-3 drum assembly unless pistons are available. • After market pistons are now available with tabs to eliminate the radial piston move-

ment.

Page 478: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

49 Sonnax Industries ATRA EXPO 2009

Complaint: • Post overhaul, flare up shifts or bumpy downshifts Cause: • Failure to reset adapts or relearn strategy has not been completed. Correction: • Reset all control modules. • Perform a drive cycle relearn of 15 shift cycles. Complaint: • Fluid discoloration • TCC clutch failure Cause: • Improper fluid will not control TCC clutch slip rate and dissipate heat. Correction: Suggested fluids • T-IV or 1161540 for Volvo • XT-8QAW-Ford • JW53309-Mazda • 9986195-GM • Mobile 1, ESSO or Castrol full synthetic are aftermarket alternatives Complaint: • No reverse, Loss of gear • Low fluid level Cause: • Solenoid wiring may be incorrect. VW Fill adapter: Some VW applications use a plastic fill elbow that enters above the pan and to the left of front. The number on the part is VW AG-JP57344-02. The case could be bored to accept this fill adapter. It would require drilling the case to .517” ID (13.1mm) to a depth of .487” (12.3mm). At the base of the first bore is a stepped transition to a final bore of .412” (10.4mm)

Page 479: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

50 Sonnax Industries ATRA EXPO 2009

Complaint, Cause, Correction Issues

Complaint: • Harsh coast down shifts, harsh up shifts. Cause: • TCC control valve bore and sleeve wear. Bore wear reduces the hydraulic control

of release pressure on the converter piston. The piston remains applied during the shift.

Correction: • Service TCC control bore and sleeve. Complaint: • Flare/long up shifts, gear ratio codes, loss of gear. Cause: • Bore wear at a specific clutch control valve. • Solenoid modulator valve bore worn. • Clutch circuit, relay valve sticking. • SL clutch control solenoid defective or contaminated. • Main pressure regulator bore and/or boost sleeve worn. • Incorrect fluid level. Correction: • Inspect and service in order of above. Complaint: • Delayed forward engagement Cause: • Valve body temperature sensor not registering properly. (Will also affect TCC ap-

ply) • Fluid level incorrect’C-1/ K-1 clutch control valve bore worn or defective solenoid. Correction: • Service C-1/K-1 valve and test thermal element.

Page 480: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

51 Sonnax Industries ATRA EXPO 2009

PO 602 Control module programming error PO 710 Oil temperature sensor P0 715 Input revolution sensor PO 720 Output revolution sensor PO 729 Gear ratio 6th PO 731 Gear ratio 1st PO 732 Gear ratio 2nd PO 733 Gear ratio 3rd PO 734 Gear ratio 4th PO 735 Gear ratio 5th PO 736 Gear ratio reverse PO 743 SLU Linear solenoid fault PO 748 SLT Linear solenoid fault PO 753 S2 solenoid fault PO 773 S1 solenoid fault PO 780 Unusual shift, (valve stuck) PO 1743 TCC stuck on or off PO 1981 SLC1 Linear solenoid fault PO 1982 SLC2 Linear solenoid fault PO 1983 SLC3 Linear solenoid fault PO 1984 SLB1 Linear solenoid fault

PO U2100 Series– CAN communication errors

Common Codes

Page 481: Tech Only 2009 Atra Powertrain Expo

ASIAN WARNER 6 SPEED FWD

52 Sonnax Industries ATRA EXPO 2009

Relearn

Initial Relearn: If transmission or TCM is repaired or replaced, delete the learned data and perform both Neutral and Initial Learning. If the TCM has been over written (reflashed) perform relearn process! 1. Warm up ATF to minimum of 66C (170°F) and maximum of 110C (282°F). 2. Garage shift:

Brake applied, select N for 3 seconds. Then N to D and allow engagement of C1 for 3 seconds. Repeat 5 times for D-Reverse.

3. Gear shift: Drive 25-35% throttle to obtain 6th gear and hold 80 Kmh. Then coast to a stop within a minimum of 60 seconds. Repeat this cycle 10 times.

Note: Spec for maximum N-D engagement is 1.0, N-Rev is 1.5 sec. Neutral Position Relearn: 1. Vehicle running in Park 2. Release & shift to Neutral 3. Verify N is recognized by TCM on dash & scanner. 4. If not recognized, adjust shifter & input Neutral gear with scan tool.

Page 482: Tech Only 2009 Atra Powertrain Expo

COMMUNIQUÉ

PRESENTS

VVIITTAALL CCHHAARRGGIINNGG // SSTTAARRTTIINNGG SSYYSSTTEEMM

CCHHEECCKKSS YYOOUU SSHHOOUULLDD KKNNOOWW

INSTRUCTOR Dan Marinucci

Friday

October 30, 2009 5:00 pm

Page 483: Tech Only 2009 Atra Powertrain Expo

October 2009

Every effort is made to assure the accuracy of the information contained in this booklet. Furthermore, this booklet is updated as soon as humanly possible when additional information becomes available.

©1995-2009 Dan Marinucci

Copyrighted material – cannot be reproduced in any way, shape or form without the prior

written permission of Dan Marinucci.

DAN MARINUCCI dba COMMUNIQUÉ

3109 Stanley Road Fairlawn, OH 44333-3252

Phone: 330-869-5472 Fax: 330-869-5577

Email: [email protected]

www.danmarinucci.com

Page 484: Tech Only 2009 Atra Powertrain Expo

Page 1

BATTERY OVERVIEW 1. A dead battery is the most-common electrical symptom. 2. Always test the battery thoroughly because a reliable battery

is essential to the customer. Take vehicle history and current usage into account.

3. If a battery fails the tests, immediately recharge or replace it

as needed. If the battery tests marginal, immediately recommend a new one -- in writing if necessary.

4. A weak or under capacity battery also may overheat the

alternator and starter. 5. You cannot test an electrical system accurately with a weak

or under capacity battery.

© Dan Marinucci

Be sure the battery has the correct capacity for the application!

Page 485: Tech Only 2009 Atra Powertrain Expo

Page 2

CONDUCTIVITY BATTERY TESTING A conductivity test measures a battery’s ability to conduct current or electrical volume. Therefore, conductivity is the opposite of electrical resistance. (Resistance is anything that opposes the flow of current.) Conductivity is a relatively new test technique that started gaining popularity in the late 1990s. Today, a variety of automakers endorse this approach. The traditional battery load test (Page 3) is sometimes called an active test because it forces a battery to work. That is, it makes the battery flow a high volume of current. On the other hand, the conductivity approach is sometimes called a passive test because it doesn’t force a battery to work. Instead, it basically pulses a signal back and forth through the battery, checking the battery’s ability to conduct that signal. Many technicians prefer conductivity testing because they find it accurately tests batteries that are not fully charged. It helps them decide quicker and more accurately if a dead battery is worth recharging. This saves the time and cost of trying to recharge a battery that is NOT worth recharging.

Page 486: Tech Only 2009 Atra Powertrain Expo

Page 3

BATTERY LOAD TEST

© Dan Marinucci 1. Connect load tester as shown here. Carefully adjust load

control knob until the AMPS meter reads one-half (1/2) of the battery’s CCA rating. When in doubt, load the battery to one-half the CCA rating of the original equipment battery.

2. Hold the AMPS reading at one-half the CCA rating for 15

seconds. Hold the load control knob as steady as possible. 3. Note VOLTS meter reading at the end of the 15-second

period before releasing the load control knob. Usually a good, trustworthy battery will maintain at least 10.00 volts.

Page 487: Tech Only 2009 Atra Powertrain Expo

Page 4

FROM THIS POINT FORWARD

IN THE WORKBOOK,

ALL TESTS ARE BASED ON THE

ASSUMPTION THAT THE VEHICLE HAS A GOOD BATTERY WITH THE PROPER

CAPACITY!

Page 488: Tech Only 2009 Atra Powertrain Expo

Page 5

“A” CIRCUIT INTERNAL VOLTAGE REGULATOR

© Dan Marinucci

Page 489: Tech Only 2009 Atra Powertrain Expo

Page 6

“B” CIRCUIT INTERNAL VOLTAGE REGULATOR

© Dan Marinucci

Page 490: Tech Only 2009 Atra Powertrain Expo

Page 7

TYPICAL CHRYSLER A-CIRCUIT CHARGING SYSTEM

© Dan Marinucci

Page 491: Tech Only 2009 Atra Powertrain Expo

Page 8

ABSOLUTELY NEVER

DISCONNECT A BATTERY

CABLE – POSITIVE OR

NEGATIVE CABLE –

WHILE THE ENGINE

IS RUNNING!

Page 492: Tech Only 2009 Atra Powertrain Expo

Page 9

FIX THE CHARGING SYSTEM FIRST!

Charging system problems – especially overcharging – can cause havoc with the entire electrical system. It’s not uncommon for an overcharge condition to force an on-board computer into default or limp-home mode. The result can be some very unusual symptoms and erroneous trouble codes.

Furthermore, diode and stator failures can cause electrical noise that, in turn, upsets sensors and/or on-board computers.

Experience shows that the smartest, safest approach is to always test, and where necessary, repair the charging system first. Then see if repairing the charging system eliminates the vehicle’s other symptoms.

Page 493: Tech Only 2009 Atra Powertrain Expo

Page 10

CHARGING SYSTEM ANALYSIS

1. Voltage regulator test. Keep amps steady while measuring volts at fast idle with no load on the charging system.

2. Alternator output test. Keep volts steady while measuring

amps at fast idle with a heavy load on the charging system.

3. Alternator ripple test. Check the alternator during the

output test with an oscilloscope or a ripple tester.

Page 494: Tech Only 2009 Atra Powertrain Expo

Page 11

VOLTAGE REGULATOR TEST

© Dan Marinucci

1. Connect the voltmeter and ammeter as shown. Engine must be warmed up and all accessories off. Hold throttle steady at approximately 2000 RPM.

2. The ammeter reading will drop steadily and then stabilize at

some number. The lower the number, the more accurate the test. Note the voltmeter reading when ammeter stabilizes at a number less than 20 amps. This voltage reading, which should be very steady, is the voltage regulator setting.

3. Compare voltage regulator setting to spec. 14.00 to 15.00

volts is typical.

Page 495: Tech Only 2009 Atra Powertrain Expo

Page 12

ALTERNATOR OUTPUT TEST

© Dan Marinucci

1. Shut off all accessories. The engine should be warmed up

and running at a steady fast idle (approximately 2000 RPM). Connect the load tester as shown, preferably with the amps pickup as close to the BAT, B+ or B terminal as possible.

2. Carefully adjust the load control knob until you see maximum

amps output WITHOUT allowing the voltage reading to drop below 12.60 volts. Compare amps output to spec.

3. If the alternator produces its rated amps output before the

voltmeter reaches 12.60 volts, release the load control knob immediately! The test is finished.

Page 496: Tech Only 2009 Atra Powertrain Expo

Page 13

ALTERNATOR RIPPLE TEST TIPS 1. The most-accurate way to test alternator ripple is to use an

oscilloscope. This does require practice and familiarity with your own ‘scope. Practice!

2. Some charging system testers analyze alternator ripple and

give a go/no-go test result instead of a ‘scope pattern. The test results could be shown with an LED display, an analog meter with red/green zones or an alpha-numeric message. These ‘scope-less methods are usually adequate.

3. For the best accuracy, always test alternator ripple with a

substantial load on the charging system (for example, during the alternator output test shown on Page 12). At the very least, load the charging system by turning on lots of accessories during the test.

Page 497: Tech Only 2009 Atra Powertrain Expo

Page 14

ALTERNATOR CONNECTIONS TEST Suppose you are diagnosing a no-charge, undercharge or overcharge condition. If so, never overlook the possibility of bad connections or damaged wiring. Also, never assume a vehicle has only one problem in it!

The most-fundamental wiring/connection tests are shown on the following page. Always perform these voltage drop tests with the engine idling and lots of electrical accessories turned on. Pinpoint and repair any bad connections or damaged wiring, then retest the charging system.

Never condemn an alternator and/or voltage regulator until you have pinpointed and repaired the causes of any excessive voltage drops!

Page 498: Tech Only 2009 Atra Powertrain Expo

Page 15

ALTERNATOR CONNECTIONS TEST (Continued)

© Dan Marinucci WORKING VOLTAGE DROP LIMITS: 1. OUTPUT: Less than .80 volt 2. GROUND: Less than .20 volt 3. SENSE: Less than .20 volt

Page 499: Tech Only 2009 Atra Powertrain Expo

Page 16

BE SURE THE NEGATIVE BATTERY CABLE IS CONNECTED

SECURELY TO THE ENGINE! Many repair jobs require disconnecting the negative battery cable from the engine. ALWAYS double check that the negative cable is bolted tightly to the engine before you restart the engine.

The engine usually cranks and starts even though the negative cable is loose at the engine. Current takes the path of least resistance back to its source, the battery. Now the path of least resistance from the starter back to the negative battery terminal is through the transmission, the trans linkage or cable, the body and then through a body ground wire.

Starter ground current can destroy throttle cables, transmission floor shift cables, clutch cables, emergency brake cables and speedometer cables. This current can also damage transmission bearings and driveline joints.

A scorched or burned ground wire between the body and the negative battery terminal is a telltale sign that someone forgot to tighten up the negative battery cable-to-engine connection!

Page 500: Tech Only 2009 Atra Powertrain Expo

Page 17

STARTER TEST CHECKLIST 1. Be sure the battery passes the standard tests (Pages 2-3).

Recharge or replace the battery as needed before proceeding.

2. Be sure the battery cables and connections pass the voltage

drop tests (Page 18).

3. Be sure the starter motor control circuit (starter relay or

solenoid) passes the voltage drop test (Page 19).

4. Watch out for engine-related and ignition-related cranking

problems, including:

Excessive engine turning effort due to varnish, carbon, etc.

Excessive turning effort due to overheating.

Excessive turning effort due to a seized accessory component bearing on a serpentine belt-equipped engine.

Erratic cranking speed due to pre-ignition caused by carbon deposits or a bad distributor cap. (Disable the ignition and retest!)

5. NEVER diagnose a starter by hammering on it!

Page 501: Tech Only 2009 Atra Powertrain Expo

Page 18

TESTING THE STARTING SYSTEM – PART I

© Dan Marinucci

Page 502: Tech Only 2009 Atra Powertrain Expo

Page 19

TESTING THE STARTING SYSTEM – PART II

© Dan Marinucci

Page 503: Tech Only 2009 Atra Powertrain Expo

Page 20

DIAGNOSTIC ROUNDUP

BATTERY TESTS: Refer to Pages 2-3

BODY GROUND TEST: Connect the voltmeter between the negative battery terminal and a clean, secure place on the firewall. Start the engine and turn on as many accessories as practically possible. A good working limit is 0.50 volt or less.

VOLTAGE REGULATOR TEST: Refer to Page 11 Engine should be warmed up and all accessories shut off. Hold engine speed steady at fast idle (approximately 2000 RPM). If no OEM specs are readily available, a good working limit is 14.00-15.00 volts when current is 20.00 amps or less.

ALTERNATOR OUTPUT TEST: Refer to Page 12 Engine should be warmed up and all accessories shut off. Remember to connect the amps pickup as close to the output terminal (BAT, B+, B) as possible. Hold engine speed steady at fast idle (approximately 2000 RPM). Adjust load control until alternator produces maximum amps output without allowing battery voltage to drop below 12.60 volts. Compare maximum amps output to OEM specs. Do not load the alternator longer than absolutely necessary to get maximum output reading!

Page 504: Tech Only 2009 Atra Powertrain Expo

Page 21

DIAGNOSTIC ROUNDUP (Continued)

ALTERNATOR RIPPLE TEST: Refer to Page 13

ALTERNATOR CONNECTIONS TESTS: Refer to Pages 14-15 Perform all three tests with the engine running; turn on as many accessories as practically possible. First, connect the voltmeter between the positive battery terminal and the alternator output terminal (BAT, B+, B). A good working limit is 0.80 volt or less. Second, connect the voltmeter between the negative battery terminal and the rear alternator housing. A good working limit is 0.20 volt or less. Third, connect the voltmeter between the positive battery terminal and the sense terminal (usually labeled S, but terminal A on many Fords). A good working limit is 0.20 volt or less.

STARTER MOTOR CIRCUIT: Refer to Page 18 Safely disable the ignition or fuel system so the engine won’t start. First, connect the voltmeter between the positive battery terminal and the positive cable terminal on the starter itself or on the starter-mounted solenoid. Crank the engine for 5-6 seconds. Second, connect the voltmeter between the negative battery terminal and the starter motor housing. Crank the engine for another 5-6 seconds. A good working limit is 0.50 volt for each of these tests.

Page 505: Tech Only 2009 Atra Powertrain Expo

Page 22

DIAGNOSTIC ROUNDUP (Continued)

STARTER MOTOR CONTROL CIRCUIT: Refer to Page 19

Safely disable the ignition or fuel system so the engine won’t start. First, connect the voltmeter between the positive battery terminal and terminal S of the starter solenoid or relay. Crank the engine for 5-6 seconds. Second, connect the voltmeter between the negative battery terminal and the ground side of the starter relay. Crank the engine for another 5-6 seconds. A good working limit is 0.50 volt for each of these tests. NOTE: The second control-circuit test isn’t possible with starter-mounted solenoids. On these systems, the solenoid is grounded inside the starter motor.

Page 506: Tech Only 2009 Atra Powertrain Expo
Page 507: Tech Only 2009 Atra Powertrain Expo

1

Reflashingusing the

EASE Diagnostics Scan toolPresented by

Bob Sorenson

Page 508: Tech Only 2009 Atra Powertrain Expo

2

Flashing isn’t an alternative...

It’s a necessity!

Page 509: Tech Only 2009 Atra Powertrain Expo

3

Here is a list of some vehicles that were fixed by reflashing at our shop:

• 2001 Aurora 4T65-E Transmission, shift quality update.

• 1997 Firebird 4L60-E Loses lock-up when warm.• 2002 Durango 45RFE Hunts in and out of lock-

up at around 55 mph.• 2002-2005 Trail Blazer; Envoy – rough idle.• 1999-2000 GM 5.3 pickup – throws air condition

belt at start up.

Page 510: Tech Only 2009 Atra Powertrain Expo

4

Click on the Reprogrammer Workbench

Page 511: Tech Only 2009 Atra Powertrain Expo

5

A few tips before you start:

• Roll down the window of the vehicle.• Hook up a 10 amp battery charger.• Hit parking brake to disable headlights

with key on.• Make sure all accessories are off.• Most vehicles require over 12 volts battery

power in order to do a reflash.

Page 512: Tech Only 2009 Atra Powertrain Expo

6

GM Reflash

Page 513: Tech Only 2009 Atra Powertrain Expo

7

Hook the blue cable to the interface and plug into the ALDL connector

in the vehicle.

• For a better signal set the interface up on the dash of the vehicle (for wireless users).

Page 514: Tech Only 2009 Atra Powertrain Expo

8

Select Vehicle Make

Page 515: Tech Only 2009 Atra Powertrain Expo

9

Page 516: Tech Only 2009 Atra Powertrain Expo

10

Click on ReProgam a Controller

Page 517: Tech Only 2009 Atra Powertrain Expo

11

Select Perform IN-Vehicle ReProgam

Page 518: Tech Only 2009 Atra Powertrain Expo

12

Select ReProgam a GM Vehicle

Page 519: Tech Only 2009 Atra Powertrain Expo

13

Page 520: Tech Only 2009 Atra Powertrain Expo

14

After checking all precautions, click Next

Page 521: Tech Only 2009 Atra Powertrain Expo

15

Page 522: Tech Only 2009 Atra Powertrain Expo

16

A new window will pop up, click Subscribe Now for Tis2Web-Service Programming

(GM, Saturn, and Saab)

Page 523: Tech Only 2009 Atra Powertrain Expo

17

Enter your Login Name and Password

Page 524: Tech Only 2009 Atra Powertrain Expo

18

Select Tis2Web – Service Programming

Page 525: Tech Only 2009 Atra Powertrain Expo

19

Click OK

Page 526: Tech Only 2009 Atra Powertrain Expo

20

Select Service Programming System (SPS)

Page 527: Tech Only 2009 Atra Powertrain Expo

21

When ready click Start SPS

Page 528: Tech Only 2009 Atra Powertrain Expo

22

Highlight J2534 Universal Reprogrammer by clicking on it

Page 529: Tech Only 2009 Atra Powertrain Expo

23

Highlight Reprogram ECU

Page 530: Tech Only 2009 Atra Powertrain Expo

24

Page 531: Tech Only 2009 Atra Powertrain Expo

25

Highlight Vehicle Make

Page 532: Tech Only 2009 Atra Powertrain Expo

26

Highlight Vehicle Year

Page 533: Tech Only 2009 Atra Powertrain Expo

27

Highlight Vehicle Type

Page 534: Tech Only 2009 Atra Powertrain Expo

28

Highlight Vehicle Car Line

Page 535: Tech Only 2009 Atra Powertrain Expo

29

Highlight Engine Type

Page 536: Tech Only 2009 Atra Powertrain Expo

30

Page 537: Tech Only 2009 Atra Powertrain Expo

31

Make sure the VIN matches the vehicle VIN. If not, install the correct vin for the vehicle

(this is the case where a new or used computer was installed).

Page 538: Tech Only 2009 Atra Powertrain Expo

32

Highlight the Controller and Programming Type

Page 539: Tech Only 2009 Atra Powertrain Expo

33

The system is now communicating with the device.

Page 540: Tech Only 2009 Atra Powertrain Expo

34

Select which controller you want to refash. In our case, we are doing powertrain.

Page 541: Tech Only 2009 Atra Powertrain Expo

35

Page 542: Tech Only 2009 Atra Powertrain Expo

36

Downloading from the server

Page 543: Tech Only 2009 Atra Powertrain Expo

37

Programming is Complete!

Page 544: Tech Only 2009 Atra Powertrain Expo

38

It’s always recommended to analyze the controller

and the tool will prompt you through the steps.

Page 545: Tech Only 2009 Atra Powertrain Expo

39

Turn off the ignition key and click OK

Page 546: Tech Only 2009 Atra Powertrain Expo

40

Page 547: Tech Only 2009 Atra Powertrain Expo

41

Page 548: Tech Only 2009 Atra Powertrain Expo

42

Turn ON the vehicle ignition key

Page 549: Tech Only 2009 Atra Powertrain Expo

43

Page 550: Tech Only 2009 Atra Powertrain Expo

44

Analyzing is complete.

Page 551: Tech Only 2009 Atra Powertrain Expo

45

Ford Reflash

Page 552: Tech Only 2009 Atra Powertrain Expo

46

It is a good idea to load the latest updates before you reflash a Ford or

certain other manufacturers.

Go to the manufacturers webpage and log in your user name and password to

get the updates as I will demonstrate in the next step.

Also, you will need to enable pop ups.

Page 553: Tech Only 2009 Atra Powertrain Expo

47

Log into the Ford Website

Page 554: Tech Only 2009 Atra Powertrain Expo

48

Select Available Subscriptions

Page 555: Tech Only 2009 Atra Powertrain Expo

49

Click on Reprogramming & Initialization

Page 556: Tech Only 2009 Atra Powertrain Expo

50

Click on software application

Page 557: Tech Only 2009 Atra Powertrain Expo

51

On your computer, go into Add/Remove programs and find the latest FMP update from the list below.

If it is not the latest update remove it and install the latest one.

Page 558: Tech Only 2009 Atra Powertrain Expo

52

Select Save

Page 559: Tech Only 2009 Atra Powertrain Expo

53

Page 560: Tech Only 2009 Atra Powertrain Expo

54

Select ReProgam a Controller

Page 561: Tech Only 2009 Atra Powertrain Expo

55

Select Perform IN-VEHICLE ReProgam

Page 562: Tech Only 2009 Atra Powertrain Expo

56

Attach the Blue DLC cable

Page 563: Tech Only 2009 Atra Powertrain Expo

57

Page 564: Tech Only 2009 Atra Powertrain Expo

58

Page 565: Tech Only 2009 Atra Powertrain Expo

59

Select Continue

Page 566: Tech Only 2009 Atra Powertrain Expo

60

Click on Start New Session

Page 567: Tech Only 2009 Atra Powertrain Expo

61

Page 568: Tech Only 2009 Atra Powertrain Expo

62

Page 569: Tech Only 2009 Atra Powertrain Expo

63

Page 570: Tech Only 2009 Atra Powertrain Expo

64

Select Module Reprogramming

Page 571: Tech Only 2009 Atra Powertrain Expo

65

Page 572: Tech Only 2009 Atra Powertrain Expo

66

Page 573: Tech Only 2009 Atra Powertrain Expo

67

Page 574: Tech Only 2009 Atra Powertrain Expo

68

Page 575: Tech Only 2009 Atra Powertrain Expo

69

Page 576: Tech Only 2009 Atra Powertrain Expo

1

1

ATRA Powertrain expo 2009

ZF Services North America6 Speed Transmission Introduction

Page 577: Tech Only 2009 Atra Powertrain Expo

2

2

ZF 6 Speed Automatic Transmissions

Page 578: Tech Only 2009 Atra Powertrain Expo

3

3

6 Speed Part Numbers

1071 010 …1071 020 …1071 040 …

1068 010 …1068 020 …1068 030 …

1070 010 …1070 020 …1070 030 …

1071 030 …1071 050 …

1068 040 …1068 050 …1068 090 …1084 030 …

6HP196HP19X6HP19A

6HP266HP26X6HP26A61

6HP326HP32A6HP32X

6HP216HP21X

6HP286HP28X6HP28A616HP28AF

1071 012 …1071 022 …1071 042 …

1068 012 …1068 022 …1068 032 …

1070 012 …1070 022 …1070 032 …

1071 032 …1071 052 …

1068 042 …1068 052 …1068 092 …1084 032 …

Rear wheel driveExternal 4 x 4Internal 4 x 4

Rear wheel driveExternal 4 x 4Internal 4 x 4

Rear wheel driveInternal 4 x 4External 4 x 4

Rear wheel drive External 4 x 4

Rear wheel driveExternal 4 x 4Internal 4 x 4Internal 4 x 4

Main Parts List Trans Type Part Number Programmed Description

Page 579: Tech Only 2009 Atra Powertrain Expo

4

4

6 Speed Transmission Identification

= Main parts list= Serial number= Transmission part number

Page 580: Tech Only 2009 Atra Powertrain Expo

5

5

Example Transmission Application BMW 745

Vehicle production date ranges

09-2001 to 09/2002 10-2002 to 02/2003 03-2003 to 08/2003 09-2003 to 05/2005

Main parts list

1068 010 0341068 010 057

1068 010 060 1068 010 051 1068 010 097

Trans part number

1068 012 047 ZWM1068 012 063 ZZA1068 012 065 ZZC1068 012 092 ZAK1068 012 106 ZAS

1068 012 116 ZBV 1068 012 100 ZBX1068 012 157 ZCN

1068 012 197 ZFB1068 012 221 ZFW1068 012 249 ZKX

Different Main parts list numbers indicate changes in trans hardware

Different Trans part numbers with the same main parts list number indicate a different software levels

Page 581: Tech Only 2009 Atra Powertrain Expo

6

6

Mechatronic Identification

= Main parts list

Page 582: Tech Only 2009 Atra Powertrain Expo

7

7

Mechatronic Main Components

Turbine speedsensor

Output speed sensor

Temperaturesensor

Control unit

Electrical connector

Page 583: Tech Only 2009 Atra Powertrain Expo

8

8

M-shift versus E-shift Mechatronic

M-ShiftA shift cable (Bowden cable) connects the gear shift lever inside the vehicle to the selectorlever on the transmission. The selector lever is connected to the manual valve of themechatronic. When moving the lever the manual valve is positioned to allow oil flow to theappropriate range selection requested by the driver.

E-ShiftThere is no mechanical connection from the gear shift lever inside the vehicle to the transmission. The

gear shift lever just provides electronic signals to the mechatronic. The signals are processed by the mechatronic and translated into the appropriate range and gear requested by the driver.

The Bowden cable found on E-shift transmissions just serves as an emergency release mechanism for the parking interlock for towing in case of total transmission or electrical system failure.

Shifter cable (bowden cable)

Park emergency release cable

Manual valve

Parkcylinder

Page 584: Tech Only 2009 Atra Powertrain Expo

9

9

Mechatronic Solenoids

P

I

P

I

P

I

Pressure range 0 to 4.7 barOperating voltage 12VResistance 5.05 Ohms at 20°CCharacteristic rising

Pressure range 0 to 4.6 barOperating voltage 12VResistance 5.05 Ohms at 20°CCharacteristic rising

Pressure range 4.6 to 0 barOperating voltage 12VResistance 5.05 Ohms at 20°CCharacteristic falling

Page 585: Tech Only 2009 Atra Powertrain Expo

10

10

Mechatronic Solenoids

P

T A

Park cylinder

Pressure range 6 barOperating voltage >6V to <16VResistance 5.05 Ohms at 20°CFlow ( P - A ) 2.3 to 2.9 l/mFlow ( A - T ) 0.15 to 2.65 l/m

Park cylinder lock solenoidOperating voltage 12VResistance 5.05 Ohms at 20°C

Page 586: Tech Only 2009 Atra Powertrain Expo

11

11

Kit Content 1068 298 0433 x EDS (1, 3, 6) yellow3 x EDS (2, 4, 5) blue2 x MV (MV1, MV2) black1 x MV (MV3) green1 x Park cylinder1 x Solenoid harness

Kit Content 1068 298 0443 x EDS (1, 3, 6) yellow3 x EDS (2, 4, 5) blue1 x MV (MV1) black

Mechatronic Solenoid Kits

EDS1

EDS2

EDS3

EDS5

EDS4

MV1

EDS6

MV3

EDS1

EDS2

EDS3

EDS5

EDS4

MV1

EDS6

MV2

Park cylinder Solenoid harness

Page 587: Tech Only 2009 Atra Powertrain Expo

12

12

Mechatronic Solenoid KitsKit Content 1068 298 0455 x EDS (1, 3, 4, 5, 6) yellow1 x EDS (2) blue1 x MV (MV1) black

Kit Content 1068 298 0463 x EDS (4, 5, 6) yellow2 x EDS (3, 7) blue2 x EDS (1, 2) orange

EDS1

EDS2

EDS3

EDS5

EDS4

MV1

EDS6

EDS1

EDS2

EDS3

EDS5

EDS4

EDS7

EDS6

Page 588: Tech Only 2009 Atra Powertrain Expo

13

13

Mechatronic Solenoid KitsKit Content 1068 298 0473 x EDS (4, 5, 6) yellow2 x EDS (3, 7) blue2 x EDS (1, 2) orange1 x MV (MV2) black1 x MV (MV3) green1 x Park cylinder1 x Solenoid harness

Foam strip 1068 327 241

EDS1

EDS2

EDS3

EDS5

EDS4

EDS7

EDS6

MV3MV2

Park cylinder Solenoid harness

Page 589: Tech Only 2009 Atra Powertrain Expo

14

14

Mechatronic Separator Plates

Part number stamped into the plate1068 227 035 = 1068 327 1411068 227 047 = 1068 327 1631068 227 051 = 1068 327 1791068 227 052 = 1068 327 1801068 227 053 = 1068 327 189

Page 590: Tech Only 2009 Atra Powertrain Expo

15

15

Remanufactured Mechatronic units

Complete remanufactured Mechatronic unit are available trough ZF Parts Distribution channels for most BMW, Land Rover and Jaguar applications. More to follow.

oil pan, sealing sleeve and adapters seals are included with the exchange unit units are tested and solenoids are calibrated to hydraulic tolerances can be ordered programmed for most applications

Page 591: Tech Only 2009 Atra Powertrain Expo

16

16

Mechatronic Replacement

1. Secure vehicle against rolling, secure wheels with wheel chocks.Important: On some vehicles (E-shift) it is necessary to shift vehicle out of Park to replace the mechatronic.

2. Drain transmission fluid and remove the transmission oil pan.3. Unlock and disconnect the vehicle connector from the transmission.

4. Pull the sealing sleeve locking mechanism to the unlocked position.The locking tab is located on the bottom of the mechatronic belowthe sealing sleeve.

5. Remove the sealing sleeve.

Lockingmechanism

Sealingsleeve

Page 592: Tech Only 2009 Atra Powertrain Expo

17

17

Mechatronic Replacement

6. On E-shift applications only (vehicles with emergency release cable)Important: By moving the emergency release lever backward thetransmission is no longer in the park position. Secure against rolling,apply parking brake and secure wheels with chocks.Use a wire tie or mechanics wire and secure the emergency releaselever in a slight backwards position as shown.Important: During the removal and handling of the mechatronicapply special care not to bump, drop or rough handle the unitespecially in the area of the MV2 solenoid.

Park emergency release lever

MV2Solenoid

Page 593: Tech Only 2009 Atra Powertrain Expo

18

18

Mechatronic Replacement

7. To remove the mechatronic, remove the screws indicated in blue.Note: There are mechatronic versions with 10 or 13 mounting screws.Handle mechatronic with care to prevent external damage.

Page 594: Tech Only 2009 Atra Powertrain Expo

19

19

Mechatronic Replacement

8. Remove the mechatronic adapter and replace the seals,coat with transmission fluid and reinstall the seal adapterinto the transmission case.

9. When installing the replacement mechatronic make sure the park cylinder rod on E-shift or themanual valve on M-shift is properly engaged before installing any of the mechatronic mountingbolts.

E-shift M-shift

Note:Seal adapter height X on 6HP19 & 21 = 15.4 mm ± 0.1 mmSeal adapter height X on 6HP26 & 28 & 32 = 14.4 mm ± 0.1 mm

Page 595: Tech Only 2009 Atra Powertrain Expo

20

20

Mechatronic Replacement

10. Use hand tools – Do not use power tools for screw installation.First install and turn screw 1 and 4 alternately until seated then install all other screws untilthey make contact with the mechatronic. After all screws are installed, tighten screwsin order 1 to 10 or 13 as shown in the schematic below.Torque for screws is 8 Nm ± 0.8 Nm.

Page 596: Tech Only 2009 Atra Powertrain Expo

21

21

Mechatronic Replacement

Lockingmechanism

Locating tab

2.5 to3.0 mm

11. Unlock the sealing sleeve locking mechanism and install the sealing sleeve with the locating tab properly aligned with the mechatronic. Use transmission fluid to lubricate the seals for installation. After the sleeve is properly seated, push the locking mechanism to the locked position. Install the vehicle connector plug and check that the sleeve is properly seated. The gap x should be between 2.5 to 3.0 mm.

new sleeve old sleeve

Page 597: Tech Only 2009 Atra Powertrain Expo

22

22

Mechatronic Replacement

12. Install the oil pan and attach all screws until they just make contact with the oil pan. After all screws are installed, tighten screws in order 1 through 21 or 24 as shown in the schematic below.

The tightening torque forscrews on a plastic oil pan

is 10 Nm ± 1.0 Nm.

The tightening torque forscrews on a steel oil pan

is 12 Nm ± 1.0 Nm.

6HP19-6HP21Oil pan

6HP26 - 6hp28 - 6HP32Oil pan

Page 598: Tech Only 2009 Atra Powertrain Expo

23

23

Mechatronic Replacement

13. E-shift vehicles, remove the tie strap or wire that held the emergency park release lever in the backwards position and adjust cable as follows.

With the emergency cable released theclearance X indicated above must beadjusted to 1.0 to 2.0 mm.

The cable should not touch the lever at anytime, even if the lever is moved back andforth. If the cable does come in contact thencheck for a bent lever or a bent cable bracket.

14. Add and adjust transmission fluid level following the appropriate filling procedure.

Page 599: Tech Only 2009 Atra Powertrain Expo

24

24

ZF - LifeguardFluid for 6 Speed Transmissions

Use of non ZF or OE transmission fluids can cause:

periodic lock-up clutch cycling

slippage-harsh shifting due to different slippage characteristics of the oil

reduced service life

Page 600: Tech Only 2009 Atra Powertrain Expo

25

25

YES

Communication issues/failsafe after Mechatronic work

YES NO

NOYES

NO

YES NO

Check gap between housing and connector

Is the gap X larger than 3.0mm ?

The sleeve is not properly seated in the mechatronic. Reinstall the sleeve properly.

Check for pushed back pins at the vehicle connector.

Pins pushed back ?

Repair as necessary

Are you able to access all other systems ?

Troubleshoot communication path

With vehicle connector disconnected and ignition on, check voltage as follows:

Pin 13 to Pin 14 – record voltagePin 13 to Pin 9 – record voltagePin 16 to Pin 14 – record voltagePin 16 to Pin 9 – record voltage

Is voltage between Pins battery voltage ?

Recommend mechatronic replacement

Troubleshoot power path - fuses

Page 601: Tech Only 2009 Atra Powertrain Expo

26

26

Thank you for your attention

Page 602: Tech Only 2009 Atra Powertrain Expo

27

27

6HPxx Transmission fluid level procedures

A) Transmissions fluid level checking.The transmission fluid temperature must be between 30°C and 35°C before checking can begin.Use test equipment to determine the trans temperature.The vehicle must be level with engine running at idle speed and air conditioning turned on.Step on the brakes firmly, apply parking brake fully and shift to D and R, briefly pausing in each

position before shifting back to the Park position.With the engine running at idle speed and the selector in Park position, remove the filler plug. Monitor

the transmission temperature, if a small stream of oil runs out at 40°C, the fluid level is correct.If no oil runs out when the filler plug is removed, the fluid level is too low and oil needs to be added

until it overflows.With engine running, install the oil filler plug and tighten to proper torque.

B) Adding fluid after repairs.With the engine stopped and the transmission in Park position, remove the oil filler plug. Add

transmission fluid until a small stream of oil runs out.Insert the filler plug and tighten by hand. Start the engine.With the engine running, remove the oil filler plug and add transmission fluid until a small stream of oil

runs out. Insert the filler plug and tighten by hand.Follow the “Transmission fluid level checking” procedure described in section A) above.

Note: This is a generic 6 speed transmission fluid level procedure.Depending on the transmission, the oil pan and vehicle application there might be differentparameters and procedures might apply.

Page 603: Tech Only 2009 Atra Powertrain Expo

28

28

Filler plug M18x1.5Inner hexagon 8mmTightening torque 35 Nm ± 3.5 Nm

6HPxx Transmission fluid level procedures

C) Notes on fluid level and adding procedure.Use only ZF-LifeguardFluid6 or OE approved transmission fluid.If the transmission temperature rises above 50°C during the fluid level checking procedure the

resulting oil level will be to low. Let the transmission cool down and repeat the fluid level procedure.

Have transmission fluid and a suitable oil pump available before starting the fluid level procedure. The transmission fluid temperature will rise quickly during the checking procedure.

D) Drain and filler plug location.

Drain plug M24x1Inner hexagon 10mmTightening torque 8 Nm - 0.5 Nm

Page 604: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 1

SUPERIOR TRANSMISSION PARTS, INC. 1

A Simple Solution: When Cheap, Becomes Expensive!

Robert "Bob" White Global Sales Manager & Assistant Technical Information Manager, A.K.A.“Doctor Transmission”

Copyright 2009©.

Page 605: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 2

SUPERIOR TRANSMISSION PARTS, INC. 2

Weather You Re-Build It, Exchange It or Diagnosis It, Let’s Face It, You Own It.(SHOP OWNER = LOSS OF REVENUE) (BUILDER / STAFF = LOSS OF CREDITABILITY)

Some Tips on How to Avoid These Stigmas.

•Origin: 1580–90; < L < Gk stígma tattoo mark, equiv. to stig- (s. of stízein to tattoo) + -ma n. suffix denoting result of action;•Synonyms:1. blot, blemish, tarnish.•–noun, plural stig·ma·ta or stig- ma •a mark of disgrace or infamy; a stain or reproach, as on one's reputation.

Page 606: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 3

SUPERIOR TRANSMISSION PARTS, INC. 3

OH NO, IT EXPLODED!?!?

Page 607: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 4

SUPERIOR TRANSMISSION PARTS, INC. 4

•WAS THIS CAUSED BY:• Early failure of non replaced, over-worn components.•Inferior parts you just purchased?• Something you forgot to install? Strengthen?• Was it “The customers fault”? Driver Error”? Mis-communication on what they really wanted or needed because they “plow snow or tow” and you forgot to ask? They “conveniently forgot” to divulge information due to pricing concerns? Or are there unknown,hidden Hi-Perf parts under the dash or hood?• Did another shop or relative work on it: “Billy Bob Backyard”, we all know him, don’t we!

Page 608: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 5

SUPERIOR TRANSMISSION PARTS, INC. 5

Build it right, don’t “Skimp”.•• YOU PURCHASE QUAILITY ONCEYOU PURCHASE QUAILITY ONCE

““YOU PAYYOU PAY”” FOR THE LACK OF IT MANY FOR THE LACK OF IT MANY TIMES OVER!TIMES OVER!

Short cuts lead to: Early failure of non replaced, over-worn components. Damage to other “GOOD” parts when it CB’s,

I CALL THIS ONE “FLUSHING $100.00 BILLS” AND YOU WILL EAT IT TO SAVE “FACE” WITH YOUR CUSTOMER!

Damage to your reputation, skills and creditability as an expert in this trade.

Loss of revenue when BAD, Negative W.O.M. spreads thru your home town. The Grocery Store Encounter.

Page 609: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 6

SUPERIOR TRANSMISSION PARTS, INC. 6

Open up a can of worms?

• WORST CASE STORIES EVER TOLD, YOU KNOW, YOU GOT ONE TOO…

• OH MY GOSH, YOU DID WHAT?

• BUT I WAS BUSY RUNNING THE SHOP, I FORGOT THE ?!.

YOU FILL IN THE BLANK ________?

• They’ll do it for WHAT? !;:”@$#

Page 610: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 7

SUPERIOR TRANSMISSION PARTS, INC. 7

JUST LIKE YOUR PLUMBING AT HOME!

A Leak is a Leak!

Page 611: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 8

SUPERIOR TRANSMISSION PARTS, INC. 8

U140,241,150 & 250 SERIES ACCUMULATOR LEAKS

• U140 THRU 240 SERIES HAS 2 CAST ACCUMULATORS

•U150 THRU 250 HAS 3 CAST ACCUMULATORS

Page 612: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 9

SUPERIOR TRANSMISSION PARTS, INC. 9

WHEN CHEAP, JUST BECAME EXPENSIVE!

• NO PROVISION FOR SEALING BORE WALLS TO PISTON FACE.

• THIS WILL CAUSE SLIPS,FLAIRS, BURNT FRICTIONS DUE TO CIRCUIT LEAKS.

Page 613: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 10

SUPERIOR TRANSMISSION PARTS, INC. 10

•C1 & B1 ON = D/2ND CO & C1 ON = D/3RD

• U 250 MODEL EXAMPLE

B 1 C0 C1

•TOYOTA

•LEXUS

TECHS REPORT SLIPPING AFTER TRANS WARMS UP.

WIGGLE TO CHECK.

WHY CHANCE IT!

Page 614: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 11

SUPERIOR TRANSMISSION PARTS, INC. 11

The saga of the 5R55N/S/W pressure relief valve.

“A Hydraulic Hammer”

Page 615: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 12

SUPERIOR TRANSMISSION PARTS, INC. 12

WEAR AND CHATTER MARKINGS ON O.E. VALVE AND STATOR RECESS.

•2005 FORD EXPLORER SPORT-TRAC 5R55 N/S/W TRANSMISSION PRESSURE RELIEF VALVE O.E. TYPE

Page 616: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 13

SUPERIOR TRANSMISSION PARTS, INC. 13

DEATH OF A PART, WHY?

CHATTER MARKS

ALMOST LOOKS CRACKED

Page 617: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 14

SUPERIOR TRANSMISSION PARTS, INC. 14

• Hydraulic hammers can occur when a valve-piston becomes unstable due to hi-speed oscillations, such as pump cavitation due to low fluid level.

This hi-speed force can cause damage to tolerances in Bores, Surfaces and Pockets.

Pressure Regulator Valve buzz is usually caused by low fluid levels allowing air to mix in the ATF.E4OD filter dislodged, 4L80E filter neck height wrong for application and so on.

5R55 N/S/W fluid fill issues due to filling procedures. No sure fire way to check. Dry 12.7 quarts and reroute breather. Service 5.5 +/- quarts. Use Mercon® V ATF

Page 618: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 15

SUPERIOR TRANSMISSION PARTS, INC. 15

Fluid Fill Capacity 5R55S

• 2004 Explorer w/ 5R55S Holds 12.7 qts. From Flush & Build, Re-Route Breather Hose off of bell housing. Ghost Leak-er.

• Service every 25,000 just to be safe.

• Severe Duty is ANYWHERE these days!

Page 619: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 16

SUPERIOR TRANSMISSION PARTS, INC. 16

ATRA 2004 pg.139-140

Page 620: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 17

SUPERIOR TRANSMISSION PARTS, INC. 17

Q: COULD IT FLY? A: IF IT HAD WINGS!

Page 621: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 18

SUPERIOR TRANSMISSION PARTS, INC. 18

• WHAT IS WRONG?

• WOULD YOU USE THESE GEARS?

• WHAT WILL IT TAKE OUT LATER?

• OH MY POOR LITTLE K060!

Page 622: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 19

SUPERIOR TRANSMISSION PARTS, INC. 19

IS EIGHT THOU A BIG DEAL?

Page 623: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 20

SUPERIOR TRANSMISSION PARTS, INC. 20

5R55-N/S/W PLATE/O-RING GAP

.012” to .014”gap

Page 624: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 21

SUPERIOR TRANSMISSION PARTS, INC. 21

4R70W / AOD-E / 4R75E

“A SIMPLE SOLUTION”

Page 625: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 22

SUPERIOR TRANSMISSION PARTS, INC. 22

4R75E PLATE CRACKING

CAUSES:

CROSS LEAKS INTO VARIOUS OIL CIRCUITS DEPENDING ON WHICH WAY THE CRACKS RUN

Page 626: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 23

SUPERIOR TRANSMISSION PARTS, INC. 23

SPRING RETAINER NUB

•NOTICE CONTACT MARK ON NUB

Page 627: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 24

SUPERIOR TRANSMISSION PARTS, INC. 24

4R75E 2001-UP CASTING DAMAGE

Page 628: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 25

SUPERIOR TRANSMISSION PARTS, INC. 25

4R75E 2001-UP PLATE DAMAGE

•PLATE IS ONLY.036” to .038” THICK

Page 629: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 26

SUPERIOR TRANSMISSION PARTS, INC. 26

• THIS DIVOT IS CAUSED BY THE SPRING RETAINER SMACKING THE PLATE EVERY TIME THE TRANS SHIFTS TO 3RD, THE LEAK PUSHES UP THRU THIS CRACK ENERGIZING THE FWD, REV OR DIRECT CIRCUIT. •NOTICE THE CRACKS PEELING OFF THE DIVOT.

•INCREASED PRESSURES

•PLATE TO THIN

•BROKEN / COLLAPSED ACCUMULATOR SPRING

•POINT ON RETAINER

•HEAT / EXPANSION OF CRACK. “LIKE A WINDSHIELD CHIP”

•CAUSES FIX

•CHANGE THE PLATE

•REPLACE DAMAGED SPRINGS OR RETAINER

•CHECK PRESSURE

Page 630: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 27

SUPERIOR TRANSMISSION PARTS, INC. 27

AOD-E BORE ISSUES

AODE / 4R70W / 4R75E

Page 631: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 28

SUPERIOR TRANSMISSION PARTS, INC. 28

THIS IS WHAT SAVED THE CASTING IN 2.5 MINUTES

1, 2, 3 AND S-T-R-E-A-C-H THE LANDS

Page 632: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 29

SUPERIOR TRANSMISSION PARTS, INC. 29

4T65E BORE WEAR 4T65E BORE WEAR 4T65E BORE WEAR ISSUES STREACHING A ISSUES STREACHING A ISSUES STREACHING A LAND LAND LAND

Page 633: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 30

SUPERIOR TRANSMISSION PARTS, INC. 30

Real Steel vs. Coated Aluminum

Coatings applied to smaller diameter valves or sleeves are “built up” over .001- .002 to reach spec. If this technology failed originally, it will fail again. It’s just a matter of when.

A COATING IS A COATING!

Steel has to be of dissimilar metals, ultra hard material, finely machined to exacting tolerances. +/-.0002” of spec. Then it will last the life of the product. Ridged quality standards.

Page 634: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 31

SUPERIOR TRANSMISSION PARTS, INC. 31

Hard Turning Real Steel

• More costly per piece, eats up tooling.

• Once machined to spec, no other processes needed, which allows closer tolerances.

• Lasts longer, resists wear.

• Runs have to be checked by hand, piece by piece, forces more accuracy from the manufacturer.

Page 635: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 32

SUPERIOR TRANSMISSION PARTS, INC. 32

4F27E / J39A / F4NA-EL

RECAP TO DATE:

Page 636: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 33

SUPERIOR TRANSMISSION PARTS, INC. 33

6.3 MILLION UNITS PRODUCED AS OF 2008

5 SPEED VERSION 2008-UP FN5R

FORD, MAZDA, EXPORT J39A

NO PROVISION FOR SEALING ACCUMULATOR PISTONS, WHOOPS!

POOR SOLENOID GROUNDING INTERNAL AND EXTERNAL

BROKEN SOLENOID P.R. SPRING

USE FORD PUMPS ON MAZDA & IMPORTS (WORLD CARS) W/ MODS TO COOLER LINE ATTACHMENT

Page 637: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 34

SUPERIOR TRANSMISSION PARTS, INC. 34

WHAT WE FOUND• BROKEN SPRINGS

• LOW PRESSURES

• SOLENOID ISSUES

• RING LAND DAMAGE ON PUMP SUPPORT

• T.C.C. ISSUES

• HOP IT UP, DRAG CAR? NOX? CAM?

• TURBO OR SUPERCHARGER

Page 638: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 35

SUPERIOR TRANSMISSION PARTS, INC. 35

Page 639: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 36

SUPERIOR TRANSMISSION PARTS, INC. 36

PERFORMANCE PARTS YOU MIGHT FIND

Page 640: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 37

SUPERIOR TRANSMISSION PARTS, INC. 37

COVER DAMAGE COURTESY OF ATRA

Page 641: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 38

SUPERIOR TRANSMISSION PARTS, INC. 38

Page 642: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 39

SUPERIOR TRANSMISSION PARTS, INC. 39

Page 643: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 40

SUPERIOR TRANSMISSION PARTS, INC. 40

Page 644: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 41

SUPERIOR TRANSMISSION PARTS, INC. 41

THE COAT HANGER THE COAT HANGER AND SANDPAPER THAT AND SANDPAPER THAT WRECKED MY DAY WRECKED MY DAY or or HOW TO DAMAGE A HOW TO DAMAGE A VALVE BODY CASTING VALVE BODY CASTING IN 30 SECONDS OR IN 30 SECONDS OR LESS!LESS!

Page 645: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 42

SUPERIOR TRANSMISSION PARTS, INC. 42

How Stuff Works;The Technician’s Newest “Best Friend!” • Embedding technology

that has only been available for a couple of years.

• Cleaning and Polishing Characteristics

• Products on a Coat Hanger, Metal Rod or Wooden Dowel vs. Extruded Bristle Technology

•Clean it the right way, get your Bench Buddy™ from Superior TODAY!

•Stop by booth # 419, 518 and ask for it by name!

• WWW.SUPERIOR-TRANSMISSION.COM

Page 646: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 43

SUPERIOR TRANSMISSION PARTS, INC. 43

DAVE TURNER MOTORSPORTS MORONGO VALLEY CA.

87

2007 SPORT TRAC2007 SPORT TRAC

84

DAVE TURNER MOTOR DAVE TURNER MOTOR SPORTS RACINGSPORTS RACING

•BITD 2007-2009 & SCORE CLASS 7S

• 2005-2009 FULL STOCK CLASS & BEST IN THE DESERT 8100 CLASS

•DRIVERS: DAVE TURNER, BILLY BUNCH & R.C. BRADLEY

Page 647: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 44

SUPERIOR TRANSMISSION PARTS, INC. 44

IAN HALL RIVERSIDE CA.

90

6cyl. CUMMINS TWIN TURBO DIESEL WITH FAIRBANKS 518 6cyl. CUMMINS TWIN TURBO DIESEL WITH FAIRBANKS 518 TRANSACTION KIT AND SUPER SERVO INSTALLED TRANSACTION KIT AND SUPER SERVO INSTALLED

FASTEST TIME 11.570 @121.210MPHFASTEST TIME 11.570 @121.210MPH

Page 648: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 45

SUPERIOR TRANSMISSION PARTS, INC. 45

Electronics vs. Hydraulics Especially H.P. Diesel

Controllers, “Chipping” and “Programming”E.C.M./ P.C.M./ V.C.M. What is your Customer doing to “Poor Mr. Transmission” Valve Body Corrections and Upgrades To Keep “Mr. Transmission” Strong, Cool and Happy! Some Do, Some Don’t. Skewed Values. Play it Safe, Just Say NO!

Page 649: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 46

SUPERIOR TRANSMISSION PARTS, INC. 46

Good Vs. Evil• Increasing E.P.C. Or

Governor Transducer Pressures too high.

• Loss of Line to Lube.

• Inadvertent, Error or Ghost Codes

• ERROR IN MAPPING

• Computer failure

•Speedo Ratios• Rev Limiter’s• Speed Limiters• Engine / Fuel Performance Enhancements•CUSTOM MAPPING

Page 650: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 47

SUPERIOR TRANSMISSION PARTS, INC. 47

Burnt Frictions= WHY?What causes frictions to burn?

Contamination: Metals, Kevlar, Carbon and “Foreign Object Debris” Sticking Valves & Solenoids or embedding into lining face. Plugged up apply or exhaust ports. Deficiencies and Wear = Loss of Line or Lube Pressures, Valve to Bore Leakage and / or ECM / PCM Network.Co-efficiency issues: Too Much Vehicle for Little Mr. Friction?

Page 651: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 48

SUPERIOR TRANSMISSION PARTS, INC. 48

THINKING OUTSIDE THE BOX

• WARPAGE CAUSED BY HEAT, TORQUE OR FORCE (PRESSURE)

• WEAR CAUSED BY TIME / MILAGE / ABUSE

• CONTAMINTAION CIRCULATED THRU PARTS

• WHOOPS, BUTTERFINGERS, MY BAD!

Page 652: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 49

SUPERIOR TRANSMISSION PARTS, INC. 49

YOU WILL NEVER FIX THEM ALL! 99.999% IS OK TOO...

• CHECK IT BEFORE YOU PULL IT!

• CONVERTER AND MRK DID NOT SOLVE THE PROBLEM, NOW WHAT?

• PEELING AN ONION? LAYERED DIAGNOSIS.

• GET OUT THE GAUGES!

Page 653: Tech Only 2009 Atra Powertrain Expo

NO-GO-TOW, I JUST RE- BUILT IT! WHY WON'T IT LEAVE? 50

SUPERIOR TRANSMISSION PARTS, INC. 50

WHAT RESOURCES DO I HAVE AT MY FINGERTIPS?

• PRINTED MANUALS

• INTERNET,WWW.

• TECH SERVICES

• NETWORKING

• W.O.M.

• CUSTOMER (DRIVER)

• EQUIPMENT - TOOLS

Page 654: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Medium Duty TruckMedium Duty TruckTransmissions Transmissions

LCT 1000LCT 1000Generation 1Generation 1--44

By: David Skora (ATRA)

All Rights Reserved ATRA © 2009

Page 655: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

LCT1000 LCT1000 pagepageGeneral Information General Information …………………………………………………………....……………….. 3.. 3Over HaulOver Haul……………………………………………………..………………………………………………..25..25Electrical TestingElectrical Testing……………………………………………………………………....…………...52...52Fast LearnFast Learn…………………………………………………………………………....…………………………5555Adapt FunctionAdapt Function…………………………………………..………………………………………………6161Limp Home ModeLimp Home Mode…………………………………………………………....……………………...66...66TroubleshootingTroubleshooting……………………………………………………………………………………...68...68Technical BulletinTechnical Bulletin………………………………....………………………………………………..73..73DTC P0842, P0847 & P0872DTC P0842, P0847 & P0872…………………………………………………………...78...78Engine Pulls in DriveEngine Pulls in Drive…………………………………………………………………………...91...91High PerformanceHigh Performance…………………………………………………………………………………….92.92Index to ATRA Seminar Info.Index to ATRA Seminar Info.………………………………………………………….94.94

All Rights Reserved ATRA © 2009

CONTENTS2

Page 656: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOGeneralGeneral InformationInformation

All Rights Reserved ATRA © 2009

(1) Date of Manufacture(1) Date of Manufacture

(2) Transmission Identification (2) Transmission Identification

NumberNumber

(3) Engineering Feature(3) Engineering Feature

Configuration NumberConfiguration Number

(4) Serial Number(4) Serial Number

3

Page 657: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPOGeneral Information Cont.

Application Year Description

1 Generation 2000-2002 Pump Bushing, MLP

2 Generation 2002-2004.5 TCM, PR Spring/ValveC1 Piston P3C2 Seals, C2 PistonT6 Bearing

3 Generation 2004.5-2005 G Solenoid Added

4 Generation 2005-Current 6 Speed, Manual Shift ControlsHill Braking

All Rights Reserved ATRA © 2009

4

Page 658: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPOGeneral Information Cont.

Allison 1000 Series Ratio

1st Gear 3.10:1

2nd Gear 1.81:1

3rd Gear 1.41:1

4th Gear 1.00:1

5th Gear 0.71:1

6th Gear 0.61:1

Reverse Gear 4.49:1

All Rights Reserved ATRA © 2009

5

Page 659: Tech Only 2009 Atra Powertrain Expo

Allison Weight

Transmission Weight Dry 150 kg (330 lb)

Transmission Weight Wet 161.1 kg (353.0 lb)

2009 POWERTRAIN EXPOGeneral Information Cont.

Transmission Weight

All Rights Reserved ATRA © 2009

6

Page 660: Tech Only 2009 Atra Powertrain Expo

TransmissionInitial Fill Refill

Liters Quarts Liters Quarts

Allison 1000 12 12.7 7 7.4

2009 POWERTRAIN EXPOFluid Capacity Specifications

General Information Cont.

All Rights Reserved ATRA © 2009

Service Note: The spin on filter and magnet should be changed at every service.

Note: Some units with aux. equipment can use up to 20 liters of oil.

Filter Magnet

7

Page 661: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOGeneral Information Cont.

Line Pressure Check

All Rights Reserved ATRA © 2009

8

Page 662: Tech Only 2009 Atra Powertrain Expo

Condition Main Pressureat 600 RPM

Main Pressureat 2100 RPM

Forward/Rev Converter w/MAIN MOD Solenoid Active

590-720 kPa

(85-105 psi)

634-758 kPa

(92-110 psi)

Forward Converter w/MAIN MOD Solenoid Inactive

700-138 kPa

(101-200 psi)

1515-1795 kPa

(220-260 psi)

*Forward Lock-up w/MAIN MOD Solenoid Active

N/A510-627 kPa

(74- 91 psi)

Forward Lock-up w/MAIN MOD Solenoid Inactive

N/A1000-1170 kPa

(145-170 psi)

Neutral/Park w/MAIN MOD Solenoid Active

590-720 kPa

(85-05 psi)N/A

Neutral/Park800-1655 kPa

(130-240 psi)

1515-1795 kPa

(220-260 psi)

*Medium duty gasoline engines only.

* Transmissions with MAIN MOD Solenoid

2009 POWERTRAIN EXPOGeneral Information Cont.

Modulated Main Pressure Schedule Table

All Rights Reserved ATRA © 2009

9

Page 663: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

1. 1. Remove the oil pressure tap plug. Remove the oil pressure tap plug.

2. Install2. Install J 45056J 45056 pressure test adapter fitting prior to connecting the oil pressure test adapter fitting prior to connecting the oil pressure gauge.pressure gauge.

3. All transmission fluid level and pressure checks must be made3. All transmission fluid level and pressure checks must be made at normal at normal operating temperatures 71operating temperatures 71--9393°°C (160C (160--200200°°F) sump; 82F) sump; 82--104104°°C (180C (180--220220°°F) F) converterconverter--out. Check the transmission fluid level.out. Check the transmission fluid level.

4. Connect a 04. Connect a 0--20702070 kPakPa (0(0--300300 PSI) oil pressure gauge to the pressure test PSI) oil pressure gauge to the pressure test adapter fitting. Use the scan tool to check the engine RPM. Refeadapter fitting. Use the scan tool to check the engine RPM. Refer tor to Line Line PressurePressure for pressure level specifications.for pressure level specifications.

5. With the brakes applied, record the line pressure values at 65. With the brakes applied, record the line pressure values at 60000 RPM engine RPM engine speed in NEUTRAL and REVERSE range. The transmission will be in speed in NEUTRAL and REVERSE range. The transmission will be in converter mode, torque converter clutch not applied.converter mode, torque converter clutch not applied.

6. With the brakes applied, record the line pressure values with6. With the brakes applied, record the line pressure values with the engine the engine running at 2,100running at 2,100 RPM in NEUTRAL. The transmission will be in converter RPM in NEUTRAL. The transmission will be in converter mode, torque converter clutch not applied.mode, torque converter clutch not applied.

Line Pressure Check Cont.

General Information Cont.

All Rights Reserved ATRA © 2009

10

Page 664: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

7. With the brakes applied, use the following scan tool settings7. With the brakes applied, use the following scan tool settings to check pressures in to check pressures in FIRST through FIFTH gear ranges at 600FIRST through FIFTH gear ranges at 600 RPM. The transmission will be in converter RPM. The transmission will be in converter mode, torque converter clutch not applied, at 600mode, torque converter clutch not applied, at 600 RPM. RPM.

7.1.7.1. Select F0: Diagnostics and press ENTER.Select F0: Diagnostics and press ENTER.

7.2.7.2. Select Model Year.Select Model Year.

7.3.7.3. Select Select LDTrkLDTrk, MPV, Incomplete., MPV, Incomplete.

7.4.7.4. Select F0: Powertrain, press ENTER.Select F0: Powertrain, press ENTER.

7.5.7.5. Select Engine size, press ENTER.Select Engine size, press ENTER.

7.6.7.6. Select 6 Speed Automatic, press ENTER.Select 6 Speed Automatic, press ENTER.

7.7.7.7. Select F2: Special Functions, press ENTER.Select F2: Special Functions, press ENTER.

7.8.7.8. Select F1: Transmission Output Controls. Select F1: Transmission Output Controls.

7.9.7.9. Select Shift transmission. This will allow the technician to shSelect Shift transmission. This will allow the technician to shift the transmission and ift the transmission and check line pressure in each forward gear range.check line pressure in each forward gear range.

8. Compare the data recorded to the line pressure specifications8. Compare the data recorded to the line pressure specifications. .

9. Disconnect the oil pressure gauge and remove the9. Disconnect the oil pressure gauge and remove the J 45056J 45056 pressure testpressure testadapter fitting.adapter fitting.

10. Install the oil pressure tap plug again. 10. Install the oil pressure tap plug again.

General Information Cont.

Line Pressure Check Cont.

All Rights Reserved ATRA © 2009

11

Page 665: Tech Only 2009 Atra Powertrain Expo

1-2 Shift Output Shaft RPM 2-3 Shift Output Shaft RPM

Engine% of TPS 12 25 50 100 12 25 50 100

Mode

LMM 6.6L Normal462

462 491 780 838 838 925 1503

LMM 6.6L Tow/Haul607

607 607 809 1272 1272 1272 1618

2009 POWERTRAIN EXPO

Shift Speed (1-2 and 2-3 Shifts)

General Information Cont.

All Rights Reserved ATRA © 2009

12

Page 666: Tech Only 2009 Atra Powertrain Expo

3-4 Shift OutputShaft RPM

4-5 Shift OutputShaft RPM

5-6 Shift OutputShaft RPM

Closed Throttle DownshiftOutput Shaft RPM

6-5 5-4 4-3 3-2 2-1

Engine

% of TPS

12 25 50 12 25 50 12 25 50 0 0 0 0 0

Mode

LMM 6.6L Normal 1127 1127 1199 1589 1589 1705 2225 2225 2688 1821 1387 1040 694 202

LMM 6.6L Tow/Haul 1676 1676 1676 2539 2539 2539 2630 2630 2890 2312 2110 1561 1098 202

2009 POWERTRAIN EXPO

Shift Speed (3-4, 4-5, 5-6, and CT Downshifts)

General Information Cont.

All Rights Reserved ATRA © 2009

13

Page 667: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO

2001-2004 5 Speed Shift Table

General Information Cont.

All Rights Reserved ATRA © 2009

14

Page 668: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2001-2004 5 Speed Shift Table Cont.

General Information Cont.

All Rights Reserved ATRA © 2009

15

Page 669: Tech Only 2009 Atra Powertrain Expo

Range Status Logic State Clutch toLine

Pressure Control Solenoids Shift Solenoids TCC Sol.

PCS1 PCS2 SS1 SS2 SS3

Steady State RLow/Reverse

Clutch

De-energized; Low and

Reverse Clutch Applied

Energized; 3rd, 5th, and

Reverse Clutch Applied

ON ON ON OFF

Garage Shift R-NLow/Reverse

Clutch

De-energizing; Low and

Reverse Clutch Applied

Energizing; 3rd, 5th, and

Reverse Clutch Trimming Off

ON ON ON OFF

Garage Shift N-RLow/Reverse

Clutch

De-energizing; Low and

Reverse Clutch Trimming On

Energizing; 3rd, 5th, and

Reverse Clutch Trimming On

ON ON ON OFF

Steady State N or PLow/Reverse

Clutch

De-energized; Low and

Reverse Clutch Applied

De-energized; Exhausted

ON ON ON OFF

Upshift N-1Low/Reverse

Clutch

De-energized; Low and

Reverse Clutch Applied

Energized; 1-2-3-4 Clutch

Trimming OnON ON ON OFF

2009 POWERTRAIN EXPO

2005-up 6 Speed Solenoid and Clutch Chart (Tow/Haul)

General Information Cont.

All Rights Reserved ATRA © 2009

16

Page 670: Tech Only 2009 Atra Powertrain Expo

Downshift 1-N Low/Reverse Clutch

De-energized; Low and

Reverse Clutch Applied

Energized; 1-2-3-4 Clutch

Trimming OffON ON ON OFF

Steady State 1 1-2-3-4 ClutchDe-energized;

Low and Reverse Clutch Applied

De-energized; 2-6 Clutch

ExhaustedOFF ON OFF OFF

Upshift 1-2 1-2-3-4 Clutch

Energized; Low and Reverse

Clutch Trimming Off

Energized; 2-6 Clutch Trimming

OnOFF ON OFF OFF

Downshift 2-1 1-2-3-4 Clutch

Energized; Low and Reverse

Clutch Trimming On

Energized; 2-6 Clutch Trimming

OffOFF ON OFF OFF

Steady State 2 1-2-3-4 ClutchEnergized; 3rd,

5th, and Reverse Clutch Exhausted

Energized; 2-6 Clutch Applied

OFF OFF OFF ON

Upshift 2-3 1-2-3-4 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch Trimming On

De-energized; 2-6 Clutch

Trimming OffOFF OFF OFF ON

2009 POWERTRAIN EXPO

2005-up 6 Speed Solenoid and Clutch Chart (Tow/Haul) Cont.

General Information Cont.

All Rights Reserved ATRA © 2009

17

Page 671: Tech Only 2009 Atra Powertrain Expo

Downshift 3-2 1-2-3-4 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch Trimming Off

De-energized;2-6 Clutch

Trimming OnOFF OFF OFF ON

Steady State 3 1-2-3-4 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch Applied

De-energized; 4-5-6 Clutch Exhausted

ON OFF OFF ON

Upshift 3-4 1-2-3-4 Clutch

Energized; 3rd, 5th, and Reverse Clutch Trimming

Off

Energized; 4-5-6 Clutch Trimming

OnON OFF OFF ON

Downshift 4-3 1-2-3-4 Clutch

Energized; 3rd, 5th, and Reverse Clutch Trimming

On

Energized; 4-5-6 Clutch Trimming

OffON OFF OFF ON

Steady State 4 4-5-6 ClutchEnergized; 3rd,

5th, and Reverse Clutch Exhausted

Energized; 1-2-3-4 Clutch Applied

ON OFF ON ON

Upshift 4-5 4-5-6 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch Trimming On

De-energized; 1-2-3-4 Clutch Trimming Off

ON OFF ON ON

2009 POWER TRAIN EXPO2005-up 6 Speed Solenoid and Clutch Chart (Tow/Haul) Cont.

General Information Cont.

All Rights Reserved ATRA © 2009

18

Page 672: Tech Only 2009 Atra Powertrain Expo

Downshift 5-4 4-5-6 Clutch

De-energized;

3rd, 5th,and Reverse

Clutch Trimming Off

De-energized;

1-2-3-4 Clutch

Trimming On

ON OFF ON ON

Steady State 5 4-5-6 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch Applied

De-energized; 2-6 Clutch Exhausted

OFF OFF ON ON

Upshift 5-6 4-5-6 Clutch

Energized; 3rd, 5th, and

Reverse Clutch

Trimming Off

Energized; 2-6 Clutch

Trimming OnOFF OFF ON ON

Downshift 6-5 4-5-6 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch

Trimming On

De-energized; 2-6 Clutch

Trimming OffOFF OFF ON ON

Steady State 6 4-5-6 Clutch

Energized; 3rd, 5th, and

Reverse Clutch

Exhausted

Energized; 2-6 Clutch Applied

OFF OFF ON ON

2009 POWERTRAIN EXPO

2005 6 Speed Solenoid and Clutch Chart (Tow/Haul) Cont.

General Information Cont.

All Rights Reserved ATRA © 2009

19

Page 673: Tech Only 2009 Atra Powertrain Expo

Range Status Logic State Clutch to LinePressure Control Solenoids Shift Solenoids TCC Sol.

PCS1 PCS2 SS1 SS2 SS3

Steady State RLow/Reverse

Clutch

De-energized; Low and Reverse

Clutch Applied

Energized; 3rd, 5th, and

Reverse Clutch Applied

ON ON ON OFF

Garage Shift R-NLow/Reverse

Clutch

De-energizing; Low and Reverse

Clutch Applied

Energizing; 3rd, 5th, and

Reverse Clutch Trimming Off

ON ON ON OFF

Garage Shift N-RLow/Reverse

Clutch

De-energizing; Low and Reverse Clutch Trimming

On

Energizing; 3rd, 5th, and

Reverse Clutch Trimming On

ON ON ON OFF

Steady State N or PLow/Reverse

Clutch

De-energized; Low and Reverse

Clutch Applied

De-energized; Exhausted

ON ON ON OFF

2009 POWERTRAIN EXPO

2005-up 6 Speed Solenoid and Clutch Chart (Normal Mode)

General Information Cont.

All Rights Reserved ATRA © 2009

20

Page 674: Tech Only 2009 Atra Powertrain Expo

Upshift N-1 Low/Reverse Clutch

De-energized; Low and

Reverse Clutch Applied

Energized;1-2-3-4 Clutch Trimming On

ON ON ON OFF

Downshift 1-NLow/Reverse

Clutch

De-energized; Low and

Reverse Clutch Applied

Energized; 1-2-3-4 Clutch

Trimming OffON ON ON OFF

Steady State 1 1-2-3-4 Clutch

De-energized; Low and

Reverse Clutch Applied

De-energized; 2-6 Clutch Exhausted

OFF ON OFF OFF

Upshift 1-2 1-2-3-4 Clutch

Energized; Low and Reverse

Clutch Trimming Off

Energized; 2-6 Clutch

Trimming OnOFF ON OFF OFF

Downshift 2-1 1-2-3-4 Clutch

Energized; Low and Reverse

Clutch Trimming On

Energized; 2-6 Clutch

Trimming OffOFF ON OFF OFF

2009 POWERTRAIN EXPO2005-up 6 Sp. Solenoid and Clutch Chart (Normal Mode) Cont.

General Information Cont.

All Rights Reserved ATRA © 2009

21

Page 675: Tech Only 2009 Atra Powertrain Expo

Steady State 2 1-2-3-4 Clutch

Energized; 3rd, 5th, and

Reverse Clutch Exhausted

Energized; 2-6 Clutch Applied OFF OFF OFF OFF

Upshift 2-3 1-2-3-4 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch Trimming On

De-energized; 2-6 Clutch

Trimming OffOFF OFF OFF OFF

Downshift 3-2 1-2-3-4 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch Trimming Off

De-energized; 2-6 Clutch

Trimming OnOFF OFF OFF OFF

Steady State 3 1-2-3-4 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch Applied

De-energized; 4-5-6 Clutch Exhausted

ON OFF OFF OFF

Upshift 3-4 1-2-3-4 Clutch

Energized; 3rd, 5th, and

Reverse Clutch Trimming Off

Energized; 4-5-6 Clutch

Trimming OnON OFF OFF ON

2009 POWERTRAIN EXPO

2005-up 6 Sp. Solenoid and Clutch Chart (Normal Mode) Cont.

General Information Cont.

All Rights Reserved ATRA © 2009

22

Page 676: Tech Only 2009 Atra Powertrain Expo

Downshift 4-3 1-2-3-4 Clutch

Energized; 3rd,5th, and Reverse Clutch Trimming

On

Energized;4-5-6 Clutch

Trimming OffON OFF OFF OFF

Steady State 4 4-5-6 ClutchEnergized; 3rd,

5th, and Reverse Clutch Exhausted

Energized; 1-2-3-4 Clutch

AppliedON OFF ON ON

Upshift 4-5 4-5-6 Clutch

De-energized; 3rd, 5th, and Reverse Clutch Trimming

On

De-energized; 1-2-3-4 Clutch Trimming Off

ON OFF ON ON

Downshift 5-4 4-5-6 Clutch

De-energized; 3rd, 5th, and Reverse Clutch Trimming

Off

De-energized; 1-2-3-4 Clutch Trimming On

ON OFF ON ON

Steady State 5 4-5-6 ClutchDe-energized; 3rd, 5th, and Reverse

Clutch Applied

De-energized; 2-6 Clutch Exhausted

OFF OFF ON ON

Upshift 5-6 4-5-6 Clutch

Energized; 3rd, 5th, and Reverse Clutch Trimming

Off

Energized; 2-6 Clutch Trimming

OnOFF OFF ON ON

2009 POWERTRAIN EXPO2005-up 6 Sp. Solenoid and Clutch Chart (Normal Mode) Cont.

General Information Cont.

All Rights Reserved ATRA © 2009

23

Page 677: Tech Only 2009 Atra Powertrain Expo

Downshift 6-5 4-5-6 Clutch

De-energized; 3rd, 5th, and

Reverse Clutch Trimming On

De-energized; 2-6 Clutch

Trimming OffOFF OFF ON ON

Steady State 6 4-5-6 Clutch

Energized; 3rd, 5th, and

Reverse Clutch Exhausted

Energized; 2-6 Clutch Applied

OFF OFF ON ON

2009 POWERTRAIN EXPO

2005-up 6 Sp. Solenoid and Clutch Chart (Normal Mode) Cont.

General Information Cont.

All Rights Reserved ATRA © 2009

24

Page 678: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPOOver Haul

LCT Cross Section View

All Rights Reserved ATRA © 2009

C1 C2 C3

P3P1

C4 C5

P2

25

Page 679: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPOOver Haul Cont. Pump Assembly

All Rights Reserved ATRA © 2009

Pump Conv. Bushing 29539580

PR Spring

Lube Spring29540923

Conv. Relief 29541296

26

Page 680: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Internal Components 1-2-3-4-5-6 Clutch Assembly

Over Haul Cont.

All Rights Reserved ATRA © 2009

27

Page 681: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

(1) 1-2-3-4-5-6 Clutch Assembly

(2) Seal Ring (2)

(3) Turbine Shaft Assembly

(4) Turbine Shaft

(5) Bushing, 20 mm (0.8 in) ID

(6) 1-2-3-4-5-6 Clutch Piston Housing Assembly

(7) Power Take-Off (PTO) Gear

(8) Turbine Tone Wheel

(9) 1-2-3-4-5-6 Clutch Housing Assembly

(10) 1-2-3-4, 4-5-6 Clutch Bushing

(11) 1-2-3-4, 4-5-6 Clutch Housing

(12) O-ring

(13) External Retaining Ring

(14) 4-5-6 Clutch Piston Inner Seal

(15) 4-5-6 Clutch Piston Outer Seal

(16) 4-5-6 Clutch Piston

(17) 4-5-6 Clutch Return Spring Assembly

(18) 1-2-3-4 Clutch Piston Outer Seal

(19) 1-2-3-4 Clutch Piston Housing

(20) 4-5-6 Clutch Piston Return Spring Retainer

(21) 1-2-3-4 Clutch Piston Inner Seal

(22) 1-2-3-4 Clutch Piston Outer Seal

(23) 1-2-3-4 Clutch Piston

(24) 1-2-3-4 Clutch Piston Return Spring Assembly

(25) 1-2-3-4 Clutch Balance Piston

(26) 1-2-3-4 Clutch Hub Internal Retainer Ring

(27) 1-2-3-4 Clutch Steel Plate (6)

(28) 1-2-3-4 Clutch Fiber Plate (6)

(29) 1-2-3-4 Clutch Selective Backing Plate 5.84-6.04 mm (0.2299-0.2378 in)

(30) 1-2-3-4 Clutch Backing Plate External Retainer Ring

(31) 1-2-3-4 Clutch Backing Plate Internal Retainer Ring

(32) 1-2-3-4 Clutch Hub Thrust Bearing Assembly

(33) 1-2-3-4 Clutch Hub

(34) 4-5-6 Clutch Hub Thrust Bearing

(35) 4-5-6 Clutch Steel Plate (7)

(36) 4-5-6 Clutch Fiber Plate (6)

(37) 4-5-6 Clutch Hub

(38) Input Sun Gear Thrust Washer

(39) Input Sun Gear

(40) Input Sun Gear Flange

(41) Input Sun Gear External Retaining Ring

1-2-3-4-5-6 Clutch AssemblyOver Haul Cont.

All Rights Reserved ATRA © 2009

28

Page 682: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOInternal Components 2-6 Clutch/Low and Reverse Clutch

Over Haul Cont.

All Rights Reserved ATRA © 2009

29

Page 683: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

(1) 2(1) 2--6 Clutch Piston Assembly, Bonded Seals6 Clutch Piston Assembly, Bonded Seals

(2) Input and 3rd, 5th, and Reverse Clutch Ring Gear(2) Input and 3rd, 5th, and Reverse Clutch Ring Gear

(3) 2(3) 2--6 Clutch Spring Plate6 Clutch Spring Plate

(4) Piston Return Spring Assembly (3)(4) Piston Return Spring Assembly (3)

(5) 2(5) 2--6 Clutch Fiber Plate (5)6 Clutch Fiber Plate (5)

(6) 2(6) 2--6 Clutch Steel Plate (4)6 Clutch Steel Plate (4)

(7) 2(7) 2--6 Clutch Backing Plate6 Clutch Backing Plate

(8) Internal Retaining Ring(8) Internal Retaining Ring

(9) Internal Retaining Ring(9) Internal Retaining Ring

(10) Low and Reverse Clutch Backing Plate(10) Low and Reverse Clutch Backing Plate

(11) Low and Reverse Clutch Fiber Plate (6)(11) Low and Reverse Clutch Fiber Plate (6)

(12) Low and Reverse Clutch Steel Plate (5)(12) Low and Reverse Clutch Steel Plate (5)

(13) Low and Reverse Clutch Steel Plate, Selective(13) Low and Reverse Clutch Steel Plate, Selective

Internal Components 2-6 Clutch/Low and Reverse Clutch Cont.Over Haul Cont.

All Rights Reserved ATRA © 2009

30

Page 684: Tech Only 2009 Atra Powertrain Expo

C1 and C2 Clutch Assembly

2009 POWERTRAIN EXPOOver Haul Cont.

All Rights Reserved ATRA © 2009

31

Page 685: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPOTools to Remove C1 and C2

Over Haul Cont.

All Rights Reserved ATRA © 2009

Late Reaction Shell for a 4T65e Transmission

32

Page 686: Tech Only 2009 Atra Powertrain Expo

Compressing Return Springs

2009 POWERTRAIN EXPOOver Haul Cont.

All Rights Reserved ATRA © 2009

33

Page 687: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPOC1 Clutch Stack

Over Haul Cont.

All Rights Reserved ATRA © 2009

34

Page 688: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPOP1 Sun Gear and Shell

Over Haul Cont.

All Rights Reserved ATRA © 2009

35

Page 689: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPOOver Haul Cont.

Solenoid Locations

All Rights Reserved ATRA © 2009

36

Page 690: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPOShift Valve Body Assembly

Over Haul Cont.

All Rights Reserved ATRA © 2009

37

Page 691: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

(1) Shift Valve Body Assembly

(2) Retaining Clip

(3) Shift Solenoid 2 (SS2) Shift Plug

(4) SS2 Shift Spring

(5) SS2 Shift Valve

(6) Retaining Clip

(7) SS3 Shift Plug

(8) SS3 Shift Spring

(9) SS3 Shift Valve

(10) Retaining Clip

(11) SS1 Shift Spring

(12) SS1 Shift Valve(13) Retaining Clip(14) Control Main Spring(15) Control Main Valve(16) Shift Valve Body(17) Shift Solenoid Retainer(18) Shift Solenoid Screen(19) SS1(20) Shift Solenoid O-Ring(21) Shift Solenoid O-Ring(22) Manual Valve(23) Manual Valve Pin

Shift Valve Body Assembly Cont.Over Haul Cont.

All Rights Reserved ATRA © 2009

38

Page 692: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOMain Valve Body Assembly

Over Haul Cont.

All Rights Reserved ATRA © 2009

39

Page 693: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

(1) Main Valve Body Assembly(2) Retaining Clip(3) Exhaust Pressure Regulator Valve Spring(4) Exhaust Pressure Regulator Valve(5) Retaining Clip(6) Control Relief Spring(7) Control Relief Valve(8) Main Valve Body(9)Locating Pin (4)(10) Locating Pin(11) Pressure Control Solenoid 1 (PCS1)

Spring(12) PCS1 Valve(13) PCS1 Spring(14) Trim Gain Valve(15) PCS1(16) PCS1 O-Ring(17) PCS2 Spring(18) PCS2 Valve

(19) Trim Gain Valve(20) PCS2(21) PCS2 O-Ring(22) Shift Solenoid (SS) 3(23) SS3 O-Ring(24) SS3 O-Ring(25) SS2(26) SS2 O-Ring(27) SS2 O-Ring(28) Torque Converter Clutch Pressure Control Solenoid (TCC PCS) Spring(29) TCC PCS Valve(31) TCC PCS (32) TCC PCS O-Ring(33) TCC PCS O-Ring(34) TCC PCS Retaining Bracket(35) SS2 and SS3 Retainers (2)(36) Accumulator Plug (2)(37) Accumulator Spring (2)(38) PCS1 and PCS2 Retaining Bracket

Main Valve Body Assembly Cont.

Over Haul Cont.

All Rights Reserved ATRA © 2009

40

Page 694: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

IdentificationPlate Thickness

Metric English

2420 11.1-11.9 mm 0.4370-0.4685 in

8521 11.54-12.34 mm 0.4543-0.4858 in

8522 (6222) 11.98-12.78 mm 0.4717-0.5031 in

8523 (6223) 12.43-13.23 mm 0.4894-0.5209 in

8524 (6224) 12.88-13.68 mm 0.5071-0.5386 in

1-2-3-4 Clutch Backplate

Over Haul Cont.

All Rights Reserved ATRA © 2009

41

Page 695: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Dimension C ThicknessIdentification

Metric English Metric English

1.008-1.184 mm 0.0397-0.0466 in 0.245-0.295 mm 0.0096-0.0116 in 0 Holes

1.185-1.414 mm 0.0467-0.0557 in 0.475-0.525 mm 0.0187-0.0207 in 1 Hole

1.415-1.644 mm 0.0557-0.0647 in 0.705-0.755 mm 0.0278-0.0297 in 2 Holes

1.645-1.874 mm 0.0648-0.0738 in 0.935-0.985 mm 0.0368-0.0388 in 3 Holes

1.875-2.104 mm 0.0738-0.0828 in 1.165-1.215 mm 0.0459-0.0478 in 4 Holes

2.105-2.334 mm 0.0829-0.0919 in 1.395-1.445 mm 0.0549-0.0569 in 5 Holes

2.335-2.510 mm 0.0919-0.0988 in 1.625-1.675 mm 0.0640-0.0659 in 6 Holes

Low and Reverse Clutch Piston Housing Selective ShimOver Haul Cont.

All Rights Reserved ATRA © 2009

42

Page 696: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Minimum ThicknessIdentification

Metric English

2.435 mm 0.0959 in 2

Low and Reverse Clutch Steel Plate Minimum Thickness

Over Haul Cont.

All Rights Reserved ATRA © 2009

43

Page 697: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Dimension CIdentification

Metric English

35.3-35.86 mm 1.393-1.412 in 1

35.87-36.36 mm 1.413-1.431 in 2

36.37-37.27 mm 1.432-1.467 in 3

Low and Reverse Clutch Steel Selective Plate

Over Haul Cont.

All Rights Reserved ATRA © 2009

44

Page 698: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Part MeasuredSpecification

Metric EnglishBushing, Maximum ID

Important: The pump bushing must have a complete burnt-orange color Teflon® coating. If any portion of the Teflon® coating is worn and bronze material is visible, replace the pump.

58.391 mm 2.3015 in

Drive Gear, Maximum Distance Between Flats 52.165 mm 2.0537 in

Drive Gear, Maximum Side Clearance 0.066 mm 0.0026 in

Driven Gear, Minimum OD 109.987 mm 4.3302 in

Driven Gear, Maximum Side Clearance 0.056 mm 0.0022 in

Driven Gear/Crescent Tooth, Maximum Clearance 0.455 mm 0.0179 in

Driven Gear to Oil Pump Body, Maximum Diametrical Clearance

0.204 mm 0.0080 in

Oil Pump Body Gear Cavity, Maximum Depth 22.245 mm 0.8758 in

Oil Pump Body Gear Cavity, Maximum ID 110.191 mm 4.3382 in

Wear Plate, Minimum Thickness 2.950 mm 0.1161 in

Oil Pump SpecificationsOver Haul Cont.

All Rights Reserved ATRA © 2009

45

Page 699: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

ApplicationMaximum End Play

Metric English

New Torque Converter 0.762 mm 0.0300 in

Used Torque Converter 1.015 mm 0.0400 in

Input Carrier and Thrust Washer

1.010 mm 0.0400 in

Intermediate Carrier and Thrust Washer

1.010 mm 0.0400 in

Output Carrier and Thrust Washer

1.010 mm 0.0400 in

Turbine Shaft 1.549 mm 0.0610 in

End Play Specifications

Over Haul Cont.

All Rights Reserved ATRA © 2009

46

Page 700: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOOver Haul Cont.

PNP Switch Adjustment

All Rights Reserved ATRA © 2009

47

Page 701: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Important: If a NEW PNP switch is being installed, the switch will come with a positive assurance bracket. The positive assurance bracket aligns the new switch in its proper position for installation and the use of the park neutral switch aligner will not be necessary.

1. Install the PNP switch bolts finger tight.1. Install the PNP switch bolts finger tight.

2. Install2. Install J 41364J 41364--AA onto the PNP switch. Ensure that the two slots on the onto the PNP switch. Ensure that the two slots on the switch where the manual shaft is inserted are lined up with the switch where the manual shaft is inserted are lined up with the lower two lower two tabs on the tool.tabs on the tool.

3. Rotate the tool until the upper locator pin on the tool is li3. Rotate the tool until the upper locator pin on the tool is lined up with the slot ned up with the slot on the top of the switch.on the top of the switch.

TightenTightenTightenTighten the bolts to 25the bolts to 25 NN··mm (18(18 lblb ft).ft).

4. Remove the4. Remove the J 41364J 41364--AA from the switch. If installing a new switch, remove the from the switch. If installing a new switch, remove the positive assurance bracket at this time.positive assurance bracket at this time.

5. Install the transmission control lever to the manual shaft wi5. Install the transmission control lever to the manual shaft with the nut.th the nut.

TightenTightenTightenTighten the nut to 25the nut to 25 NN··mm (18(18 lblb ft).ft).

Over Haul Cont.PNP Switch Adjustment Cont.

All Rights Reserved ATRA © 2009

48

Page 702: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOOver Haul Cont.

Installation Procedure

All Rights Reserved ATRA © 2009

49

Page 703: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

1. Place the new detent lever/IMS assembly1. Place the new detent lever/IMS assembly (4) in position in the (4) in position in the transmission case. Rotate the detent lever/IMS assembly to engagtransmission case. Rotate the detent lever/IMS assembly to engage e the park pawl apply assemblythe park pawl apply assembly (2). Reinstall the manual shift shaft(2). Reinstall the manual shift shaft (5) (5) through the manual shift shaft seal and through the detent leverthrough the manual shift shaft seal and through the detent lever/IMS /IMS assemblyassembly (4). (4).

2. Push the manual shift shaft2. Push the manual shift shaft (5) into the final position in the (5) into the final position in the transmission case. transmission case.

3. Install the spherical pin3. Install the spherical pin (3) into the transmission case that retains the (3) into the transmission case that retains the manual shift shaft.manual shift shaft.

4. Install the detent lever/IMS retaining bolt4. Install the detent lever/IMS retaining bolt (1) using a T27 TORX(1) using a T27 TORX®® bit.bit.

TightenTightenTightenTighten the boltthe bolt (1) to 10(1) to 10 NN··mm (92(92 lblb in).in).

Over Haul Cont.Installation Procedure Cont.

All Rights Reserved ATRA © 2009

50

Page 704: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

5. Install the control valve assembly. 5. Install the control valve assembly.

Important: The FastLearn, adapt, procedure must be performed. This can be done in 1 step using a scan tool. If this procedure is not done, the TCM adaptive values will be at the settings that it learned for the old components and will be in slow adaptive mode. Under these conditions, it will take an unacceptably long time for theadaptive values to converge to levels suitable for the new transmission.

6. Perform the 6. Perform the FastLearnFastLearn procedure. procedure.

Over Haul Cont.

Installation Procedure Cont.

All Rights Reserved ATRA © 2009

51

Page 705: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

RangePressure Switch 1 - N/O Pressure Switch 2 - N/O Pressure Switch 3 - N/O Pressure Switch 4 - N/C

Switch Status

Scan Tool Status

Switch Status

Scan Tool Status

Switch Status

Scan Tool Status

Switch Status

Scan Tool Status

R Open HIGH* Closed LOW Closed LOW Closed LOW

N Closed LOW Closed LOW Closed LOW Open HIGH

1 Open HIGH Closed LOW Open HIGH Open HIGH

2 Open HIGH Open HIGH Open HIGH Open HIGH

3 Closed LOW Open HIGH Open HIGH Open HIGH

4 Closed LOW Open HIGH Closed LOW Open HIGH

5 Open HIGH Open HIGH Closed LOW Open HIGH

6 Open HIGH Open HIGH Closed LOW Open HIGH

N/C = Normally Closed

N/O = Normally Open

* Pressure switch 1 (PS1) reverts to the Closed/LOW state with throttle applied in REVERSE.

Pressure Switch Manifold (PSM) Logic Electrical Testing

All Rights Reserved ATRA © 2009

52

Page 706: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Range A B C PP OFF ON ON OFF

R Transitional OFF OFF ON OFFR OFF OFF ON ONN ON OFF ON OFF

D Transitional ON OFF OFF OFFD ON OFF OFF ON*M OFF OFF OFF OFF

D1 Transitional OFF ON OFF OFF1 OFF ON OFF ON

Invalid ON ON ON ONInvalid ON ON ON OFFInvalid OFF ON ON ONInvalid ON OFF ON ONInvalid OFF OFF OFF ONInvalid ON ON OFF ON

ON = Open Circuit

OFF = Grounded Circuit

*M mode allows TAP Up/TAP Down feature functionally between 1st through 6th ranges.

In this range, logic states do not change.

Transmission Internal Mode Switch LogicElectrical Testing Cont.

All Rights Reserved ATRA © 2009

53

Page 707: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOTransmission Internal Mode Switch Logic Cont.

Electrical Testing Cont.

All Rights Reserved ATRA © 2009

54

Page 708: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

In general, In general, FastLearnFastLearn is a procedure for Allison 1000is a procedure for Allison 1000 Series transmissions in which a Series transmissions in which a series of tests are run to allow the transmission control moduleseries of tests are run to allow the transmission control module (TCM) to learn (TCM) to learn individual clutch characteristics. Once the clutch data is learnindividual clutch characteristics. Once the clutch data is learned, ed, FastLearnFastLearn translates translates it to the adaptive data cells, which the TCM uses for clutch conit to the adaptive data cells, which the TCM uses for clutch control during range shifts. trol during range shifts. FastLearnFastLearn is used at GMis used at GM assembly plants, and allows the vehicle to be driven out of assembly plants, and allows the vehicle to be driven out of the assembly plant in a nearthe assembly plant in a near--fullyfully--adapted state to minimize any customer shift adapted state to minimize any customer shift concerns. The scan tool version of concerns. The scan tool version of FastLearnFastLearn is intended to provide the same benefit is intended to provide the same benefit following transmission repair or replacement at GMfollowing transmission repair or replacement at GM Dealerships. Dealerships.

FastLearnFastLearn must be used when one of the following repairs have been made tmust be used when one of the following repairs have been made to the o the vehicle:vehicle:

Transmission replacement or internal service/overhaulTransmission replacement or internal service/overhaul

Valve body repair or replacement, including replacement of the pValve body repair or replacement, including replacement of the pressure control ressure control solenoidssolenoids

TCM replacementTCM replacement

TCM software/calibration updateTCM software/calibration update

Any service in response to a shift quality concernAny service in response to a shift quality concern

The scan tool is used to initiate The scan tool is used to initiate FastLearnFastLearn by selecting the following commands:by selecting the following commands:

F3: Special FunctionsF3: Special Functions

FastLearn Procedure

Overview

All Rights Reserved ATRA © 2009

55

Page 709: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

F1: Transmission Output ControlsF1: Transmission Output Controls

FastLearnFastLearn

Note:Note: When performing When performing FastLearnFastLearn, the following conditions must be met: , the following conditions must be met:

Block the drive wheels.Block the drive wheels.

Apply the parking brake.Apply the parking brake.

Apply the service brake during DRIVE and REVERSE.Apply the service brake during DRIVE and REVERSE.

00 percent throttle and engine at idle RPMpercent throttle and engine at idle RPM

Transmission sump temperature is between 40Transmission sump temperature is between 40--100100°°C (104C (104--212212°°F) F) -- Ref temp Ref temp bargraphbargraph on screen.on screen.

If equipped, 4WD transfer case in 2WDIf equipped, 4WD transfer case in 2WD

Note:Note: If at any time during the procedure, required conditions are notIf at any time during the procedure, required conditions are not met, met, FastLearnFastLearnmay abort and the process will need to be started again from themay abort and the process will need to be started again from the beginning. beginning.

Three steps are required to successfully complete the Three steps are required to successfully complete the FastLearnFastLearn procedure:procedure:

PARK ModePARK Mode

DRIVE ModeDRIVE Mode

REVERSE ModeREVERSE Mode

FastLearn Procedure Cont.

Overview Cont.

All Rights Reserved ATRA © 2009

56

Page 710: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

While the transmission is in PARK, with the engine idling, While the transmission is in PARK, with the engine idling, FastLearnFastLearnwill cycle through a series of tests where the 3rd, 5th and revewill cycle through a series of tests where the 3rd, 5th and reverse rse clutch and the 2nd clutch is repeatedly applied to learn their cclutch and the 2nd clutch is repeatedly applied to learn their clutch lutch characteristics. During the 3rd, 5th and reverse clutch and 2characteristics. During the 3rd, 5th and reverse clutch and 2--66 clutch clutch apply/release procedure, apply/release procedure, FastLearnFastLearn is able to characterize the is able to characterize the pressure control solenoidpressure control solenoid 11 (PCS1) and pressure control (PCS1) and pressure control solenoidsolenoid 22 (PCS2) pressures corresponding to clutch return springs, (PCS2) pressures corresponding to clutch return springs, and is also able to learn the volumes for the 3rd, 5th and reverand is also able to learn the volumes for the 3rd, 5th and reverse se clutch and 2clutch and 2--66 clutch packs. In addition, the low and reverse clutch clutch packs. In addition, the low and reverse clutch is repeatedly applied and released in PARK to purge out air for is repeatedly applied and released in PARK to purge out air for later later learning of the clutch volume.learning of the clutch volume.

FastLearn Procedure Cont.

PARK Mode

All Rights Reserved ATRA © 2009

57

Page 711: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Warning:Warning: Block the wheels before selecting DRIVE. While in Block the wheels before selecting DRIVE. While in DRIVE, if the Scan Tool loses communication or becomes DRIVE, if the Scan Tool loses communication or becomes disconnected, the vehicle could move forward. Failure to block tdisconnected, the vehicle could move forward. Failure to block the he wheels could result in personal injury or property damage. wheels could result in personal injury or property damage.

Once all of the PARK test data have converged, the scan tool Once all of the PARK test data have converged, the scan tool instructs the driver to select DRIVE. Once DRIVE is selected, thinstructs the driver to select DRIVE. Once DRIVE is selected, the e TCM engages the 1TCM engages the 1--22--33--44 clutch to obtain DRIVE and learn 1clutch to obtain DRIVE and learn 1--22--33--44 clutch volume. The TCM repeats this test until the volume learneclutch volume. The TCM repeats this test until the volume learned d for the 1for the 1--22--33--44 clutch has converged. The TCM then engages 4clutch has converged. The TCM then engages 4--55--66 clutch until the volume is learned and 4clutch until the volume is learned and 4--55--66 clutch has converged.clutch has converged.

FastLearn Procedure Cont.

DRIVE Mode

All Rights Reserved ATRA © 2009

58

Page 712: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Warning:Warning: Block the wheels before selecting REVERSE. While in Block the wheels before selecting REVERSE. While in REVERSE, if the Scan Tool loses communication or becomes REVERSE, if the Scan Tool loses communication or becomes disconnected, the vehicle could move backward. Failure to block disconnected, the vehicle could move backward. Failure to block the the wheels could result in personal injury or property damage. wheels could result in personal injury or property damage.

Next, the scan tool instructs the driver to select REVERSE. OnceNext, the scan tool instructs the driver to select REVERSE. OnceREVERSE is selected, the TCM engages the low and reverse clutch REVERSE is selected, the TCM engages the low and reverse clutch to obtain REVERSE and to learn the low and reverse clutch volumeto obtain REVERSE and to learn the low and reverse clutch volume. . The TCM repeats this test until the volume learned for the low aThe TCM repeats this test until the volume learned for the low and nd reverse clutch has converged. reverse clutch has converged.

Note:Note: All shifts will be left in fast adaptive mode at this point. All shifts will be left in fast adaptive mode at this point.

After learning the 1After learning the 1--22--33--4 and the low and reverse clutch volume, 4 and the low and reverse clutch volume, FastLearnFastLearn updates the adaptive volume data for all shifts with either updates the adaptive volume data for all shifts with either the 1the 1--22--33--4 or the low and reverse on4 or the low and reverse on--coming clutch.coming clutch.

FastLearn Procedure Cont.

REVERSE Mode

All Rights Reserved ATRA © 2009

59

Page 713: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

If If FastLearnFastLearn will not run and the above stated conditions have been will not run and the above stated conditions have been met, ensure the following:met, ensure the following:

Transmission fluid temperature is between 40Transmission fluid temperature is between 40--100100°°C (104C (104--212212°°F).F).

Closed throttle and engine at warm idle RPMClosed throttle and engine at warm idle RPM

No active No active DTCsDTCs

All speed sensors are connected and functioning properly.All speed sensors are connected and functioning properly.

Internal mode switch is functioning properlyInternal mode switch is functioning properly

Main pressure is within specification.Main pressure is within specification.

TCC slip speed less than 100TCC slip speed less than 100 RPM at idle in PARK/NEUTRALRPM at idle in PARK/NEUTRAL

FastLearn Procedure Cont.

FastLearn Failed

All Rights Reserved ATRA © 2009

60

Page 714: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

The transmission control moduleThe transmission control module (TCM) produces excellent shift quality by (TCM) produces excellent shift quality by applying closed loop control that constantly adjusts shift charaapplying closed loop control that constantly adjusts shift characteristics for cteristics for changes in operating conditions. These adjustments are based on changes in operating conditions. These adjustments are based on vehicle vehicle conditions, such as grade, load, and engine power.conditions, such as grade, load, and engine power.

The learning process of comparing and adjusting shift parametersThe learning process of comparing and adjusting shift parameters is is referred to as adaptive control. Adaptive control establishes inreferred to as adaptive control. Adaptive control establishes initial conditions itial conditions for shifts and makes during shift adjustments. The TCM constantlfor shifts and makes during shift adjustments. The TCM constantly monitors y monitors operating conditions, such as battery voltage and transmission soperating conditions, such as battery voltage and transmission sump ump temperature, and adjusts shift parameters accordingly. After a stemperature, and adjusts shift parameters accordingly. After a shift is hift is completed, the TCM compares the shift to a target shift profile completed, the TCM compares the shift to a target shift profile in the TCM in the TCM calibration and makes adjustments before the next shift of the scalibration and makes adjustments before the next shift of the same kind is ame kind is made.made.

The AllisonThe Allison 10001000 Series transmission consists of 5Series transmission consists of 5 clutches. A combination clutches. A combination of 2of 2 clutches is required to be engaged, in order to attain a torque clutches is required to be engaged, in order to attain a torque path from path from the input to the output of the transmission. The following tablethe input to the output of the transmission. The following table indicates the indicates the clutch combinations for each gear range.clutch combinations for each gear range.

Adapt Function

All Rights Reserved ATRA © 2009

61

Page 715: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

C1 C2 C3 C4 C5

Gear Range1-2-3-4 Clutch

4-5-6 Clutch

3rd, 5th and Reverse Clutch

2-6 ClutchLow and Reverse Clutch

TCC

PARK/NEUTRAL -- -- -- -- X --

REVERSE -- -- X -- X --

First X -- -- -- X --

Second X -- -- X -- X

Third X -- X -- -- X

Fourth X X -- -- -- X

Fifth -- X X -- -- X

Sixth (Gen 4) -- X -- X -- X

Adapt Function Cont.

All Rights Reserved ATRA © 2009

62

Page 716: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO The AllisonThe Allison 10001000 Series transmission utilizes clutchSeries transmission utilizes clutch--toto--clutch shift control to achieve clutch shift control to achieve

range changes. In every case, except shifts to or from NEUTRAL, range changes. In every case, except shifts to or from NEUTRAL, 11 clutch is clutch is exhausted and another applied in order to make a range shift. Thexhausted and another applied in order to make a range shift. The hande hand--off between off between exhausting and applying clutches is precisely controlled by the exhausting and applying clutches is precisely controlled by the use of 2use of 2 pressure pressure control solenoidscontrol solenoids (PCS). These solenoids are labeled PCS1 and PCS2 in the (PCS). These solenoids are labeled PCS1 and PCS2 in the transmission. For example, to make a 1transmission. For example, to make a 1--22 shift, PCS1 is used to trim pressure off the shift, PCS1 is used to trim pressure off the low and reverse clutch, and PCS2 is used to trim pressure on thelow and reverse clutch, and PCS2 is used to trim pressure on the 22--66 clutch. The clutch. The TCM modulates the current to both PCS1 and PCS2, which translateTCM modulates the current to both PCS1 and PCS2, which translates to a s to a proportional level of pressure to the clutch. In order to make aproportional level of pressure to the clutch. In order to make a shift, the TCM uses shift, the TCM uses software and calibration settings of several program parameters software and calibration settings of several program parameters in order to determine in order to determine the level of current sent to the respective PCS. These parameterthe level of current sent to the respective PCS. These parameters are referred to as s are referred to as adaptive values. With a new transmission and TCM calibration, thadaptive values. With a new transmission and TCM calibration, the adaptive values e adaptive values are set to base calibration level. The transmission uses the basare set to base calibration level. The transmission uses the base calibration to e calibration to perform the first of each type of shift. However, once the transperform the first of each type of shift. However, once the transmission has performed mission has performed a shift, the TCM evaluates the actual shift and compares it to aa shift, the TCM evaluates the actual shift and compares it to an ideal shift in the n ideal shift in the TCM memory. Based on that comparison, the TCM changes the settinTCM memory. Based on that comparison, the TCM changes the settings of the gs of the adaptive values to a level that it believes will result in a shiadaptive values to a level that it believes will result in a shift closer to the ideal shift ft closer to the ideal shift the next time it makes that type of shift. This is referred to athe next time it makes that type of shift. This is referred to as adaptive shifting. When s adaptive shifting. When the transmission/TCM calibration is new, the TCM is in fast adapthe transmission/TCM calibration is new, the TCM is in fast adaptive mode. The TCM tive mode. The TCM is allowed to make large changes in the adaptive values after eais allowed to make large changes in the adaptive values after each shift. Once the ch shift. Once the TCM determines that a given shift is close to the ideal level, iTCM determines that a given shift is close to the ideal level, it switches to slow t switches to slow adaptive mode.adaptive mode.

Adapt Function Cont.

All Rights Reserved ATRA © 2009

63

Page 717: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO In slow adaptive, the TCM still is evaluating shifts and changinIn slow adaptive, the TCM still is evaluating shifts and changing g

adaptive values, but is only allowed to do so in smaller incremeadaptive values, but is only allowed to do so in smaller increments. nts. When a shift switches from fast to slow adaptive mode, it is When a shift switches from fast to slow adaptive mode, it is described as converged. The TCM is programmed in order to switchdescribed as converged. The TCM is programmed in order to switchfrom fast to slow adaptive mode in as many as 15from fast to slow adaptive mode in as many as 15--2020 shifts. It is shifts. It is important to understand that there are many different distinct simportant to understand that there are many different distinct shifts hifts recognized by the TCM, and each of these shifts has its own recognized by the TCM, and each of these shifts has its own adaptive values. There are adaptive values. There are upshiftsupshifts and downshifts to and from each and downshifts to and from each range, as well as unique adaptive values for several different trange, as well as unique adaptive values for several different throttle hrottle regions for each upshift and downshift. It may take a significanregions for each upshift and downshift. It may take a significant t amount of time before most of the shifts converge from fast to samount of time before most of the shifts converge from fast to slow low adaptive, and thus it is not unusual to experience somewhat harsadaptive, and thus it is not unusual to experience somewhat harsh h or unpleasant shift quality until these shifts are adapted.or unpleasant shift quality until these shifts are adapted.

TCC engagement is accomplished by a separate PCS. There are TCC engagement is accomplished by a separate PCS. There are adaptive values for this as well, and thus it will also require adaptive values for this as well, and thus it will also require some some driving for TCC engagement to converge.driving for TCC engagement to converge.

Adapt Function Cont.

All Rights Reserved ATRA © 2009

64

Page 718: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO If you are experiencing harsh shifts, it is important to verify If you are experiencing harsh shifts, it is important to verify whether the whether the

particular shift is converged. Use the scan tool in order to detparticular shift is converged. Use the scan tool in order to determine if the ermine if the shift is converged.shift is converged.

If the shift is not converged, the TCM is learning how to adapt If the shift is not converged, the TCM is learning how to adapt that shift, and that shift, and needs to be driven more, with the intention of performing more oneeds to be driven more, with the intention of performing more of the f the particular type of shift.particular type of shift.

If a particular shift is converged, but still objectionable, it If a particular shift is converged, but still objectionable, it is good is good troubleshooting practice to reset the adaptive values for that stroubleshooting practice to reset the adaptive values for that shift back to hift back to base calibration level. This will automatically reset the TCM tobase calibration level. This will automatically reset the TCM to fast adaptive fast adaptive mode. The vehicle should then be driven in order to allow the TCmode. The vehicle should then be driven in order to allow the TCM to M to relearn the shift. Many times this will correct the condition. Irelearn the shift. Many times this will correct the condition. It is possible to t is possible to reset individual shifts without affecting the other shifts.reset individual shifts without affecting the other shifts.

Important: WHEN REPLACING A FAILED TRANSMISSION WITH A REPLACEMENT UNIT, IT IS IMPORTANT TO RESET THE TCM IN ORDER TO BASE CALIBRATION AND FAST ADAPTIVE FOR ALL SHIFTS. This can be done in 1 step with FastLearn. If this is not done, the TCM adaptive values will be at the settings that it learned for the old transmission, and will be in slow adaptive mode. Under these conditions, it would take an unacceptably long time for the adaptive values to converge to levels suitable for the new transmission.

Adapt Function Cont.

All Rights Reserved ATRA © 2009

65

Page 719: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

The Allison transmission incorporates control logic that enablesThe Allison transmission incorporates control logic that enables the the transmission to revert to a limited total hydraulic operation. Ttransmission to revert to a limited total hydraulic operation. The hydraulic he hydraulic system provides a Limp Home Mode, allowing the operator to drivesystem provides a Limp Home Mode, allowing the operator to drive the the vehicle to a service location. If power is interrupted while thevehicle to a service location. If power is interrupted while the transmission is transmission is operating in R, REVERSE, or N, NEUTRAL, the transmission defaultoperating in R, REVERSE, or N, NEUTRAL, the transmission defaults to or s to or continues NEUTRAL operations. The operator may turn off the engicontinues NEUTRAL operations. The operator may turn off the engine and ne and start the engine again. The shift selector provides start the engine again. The shift selector provides REVERSE/NEUTRAL/DRIVE capability regardless of the range where tREVERSE/NEUTRAL/DRIVE capability regardless of the range where the he failure occurred. In this state, pressure control solenoidfailure occurred. In this state, pressure control solenoid 11 (PCS1), de(PCS1), de--energized, allows the 3rd, 5th and reverse clutch to be applied.energized, allows the 3rd, 5th and reverse clutch to be applied. If the If the selector valve is moved to the REVERSE position, main pressure iselector valve is moved to the REVERSE position, main pressure is routed s routed to the low and reverse clutch, allowing REVERSE operation. If thto the low and reverse clutch, allowing REVERSE operation. If the selector e selector valve is moved to the DRIVE position, main pressure is routed tovalve is moved to the DRIVE position, main pressure is routed to the 1the 1--22--33--44 clutch, allowing THIRD range operation.clutch, allowing THIRD range operation.

Limp Home Mode

Principle of Operation

All Rights Reserved ATRA © 2009

66

Page 720: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

If a No Forward, No REVERSE, or Will Not Move condition occurs:If a No Forward, No REVERSE, or Will Not Move condition occurs:

Set the parking brake.Set the parking brake.

With the ignition OFF, disconnect the XWith the ignition OFF, disconnect the X--175 harness connector at the transmission.175 harness connector at the transmission.

Using a fused jumper wire, connect terminalUsing a fused jumper wire, connect terminal R of the automatic transmission inline 20R of the automatic transmission inline 20--way connector to a known good ground.way connector to a known good ground.

Start the engine and move the range selector to REVERSE positionStart the engine and move the range selector to REVERSE position..

The transmission should engage REVERSE range. The transmission should engage REVERSE range.

Move the range selector to the D position.Move the range selector to the D position.

The transmission should engage THIRD range.The transmission should engage THIRD range.

If REVERSE and THIRD range are available in Limp Home Mode, an eIf REVERSE and THIRD range are available in Limp Home Mode, an electrical failure may lectrical failure may be indicated. If only 1be indicated. If only 1 of the 2of the 2 ranges, or neither, was obtainable, this may indicate an ranges, or neither, was obtainable, this may indicate an internal hydraulic failure such as one of the following:internal hydraulic failure such as one of the following:

Failed clutchFailed clutch

Stuck valveStuck valve

Solenoid failureSolenoid failure

The clutches that could possibly have an indicated failure in LiThe clutches that could possibly have an indicated failure in Limp Home are the 1mp Home are the 1--22--33--44 clutch, the 3rd, 5th and reverse clutch, and the low and reverseclutch, the 3rd, 5th and reverse clutch, and the low and reverse clutch.clutch.

Limp Home Mode Cont.Test Procedure

All Rights Reserved ATRA © 2009

67

Page 721: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOTroubleshooting

All Rights Reserved ATRA © 2009

68

Page 722: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOTroubleshooting Cont.

Power, Ground, Driver Shift Request Switch, Tow/Haul Switch and Serial Data

All Rights Reserved ATRA © 2009

69

Page 723: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOTroubleshooting Cont.

Shift Solenoids, PCS2, Torque Signals and Speed Sensors

All Rights Reserved ATRA © 2009

70

Page 724: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOTroubleshooting Cont.

Fluid Pressure Switches, PCS1, TCC PCS, Mod Main Solenoid, and FTP Sensor

All Rights Reserved ATRA © 2009

71

Page 725: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOTroubleshooting Cont.

Internal Mode Switch (IMS) and Speed Sensors

All Rights Reserved ATRA © 2009

72

Page 726: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Technical Bulletin #1256Transmission: Allison LCT 1000Subject: Gear Ratio in 5th or 6th Before and After Overhaul Application: GMIssue Date: June, 2009

Allison LCT 1000Gear Ratio Error in 5th (P0735 2001-2005), or 6th (P07362006-On) Before and After Overhaul.

All Rights Reserved ATRA © 2009

73

Page 727: Tech Only 2009 Atra Powertrain Expo

This problem can be caused by a damaged range fork in the transfer case causing the transfer case to pop out of gear at freeway speeds. Units affected are 2001-Current K Series Chevy Silverado/GMC Sierra 2500HD/3500. The 4x4 Allison transmission uses the vehicle speed sensor on the transfer case as an output speed sensor. When the transfer case goes to neutral, the computer sees input RPM change as vehicle speed maintains and thinks that the transmission is slipping.

One of the main causes for this failure is a lack of lubrication due to low fluid level. Over time, the pump assembly wears a pin hole into the magnesium case and produces a small leak. GM has released an updated clip that resists wear from the pump into the case.

GM has also released an updated range fork and hub assembly to help with wear issues. Anaheim Gear of Anaheim, California recommends using GM Autotrak fluid for improved durability.

2009 POWERTRAIN EXPOTechnical Bulletin #1256 Cont.

All Rights Reserved ATRA © 2009

74

Page 728: Tech Only 2009 Atra Powertrain Expo

Autotrak Fluid Part #: 12378508Range Fork Part #’s: 12544310 (261 XHD) 12384964 (263 XHD)

New Style

2009 POWERTRAIN EXPOTechnical Bulletin #1256 Cont.

All Rights Reserved ATRA © 2009

75

Page 729: Tech Only 2009 Atra Powertrain Expo

Range Hub Part #: 12384958

2009 POWERTRAIN EXPOTechnical Bulletin #1256 Cont.

All Rights Reserved ATRA © 2009

76

Page 730: Tech Only 2009 Atra Powertrain Expo

Updated Case Clip Part #: 89059653

2009 POWERTRAIN EXPOTechnical Bulletin #1256 Cont.

All Rights Reserved ATRA © 2009

77

Page 731: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Diagnostic InstructionsDiagnostic Instructions Perform thePerform the Diagnostic System Check Diagnostic System Check -- VehicleVehicle prior to using this diagnostic prior to using this diagnostic

procedure.procedure.

ReviewReview Strategy Based DiagnosisStrategy Based Diagnosis for an overview of the diagnostic approach.for an overview of the diagnostic approach.

Diagnostic Procedure InstructionsDiagnostic Procedure Instructions provides an overview of each diagnostic category.provides an overview of each diagnostic category.

DTC DescriptorsDTC Descriptors DTC P0842:DTC P0842: Transmission Fluid PressureTransmission Fluid Pressure (TFP) Switch(TFP) Switch 1 Circuit Low Voltage 1 Circuit Low Voltage

DTC P0847:DTC P0847: Transmission Fluid PressureTransmission Fluid Pressure (TFP) Switch(TFP) Switch 2 Circuit Low Voltage 2 Circuit Low Voltage

DTC P0872:DTC P0872: Transmission Fluid PressureTransmission Fluid Pressure (TFP) Switch(TFP) Switch 3 Circuit Low Voltage3 Circuit Low Voltage

DTC P0842, P0847, or P0872

All Rights Reserved ATRA © 2009

78

Page 732: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

CircuitShort to Ground

Open/High Resistance

Short to Voltage

Signal Performance

PS1 Signal P0752, P0842 P0751, P0843 -- --

PS2 Signal P0757, P0847 P0756, P0848 -- --

PS3 Signal P0762, P0872 P0761, P0873 -- --

DTC P0842, P0847, or P0872 Cont.

Diagnostic Fault Information

All Rights Reserved ATRA © 2009

79

Page 733: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

TFP SwitchDisplay

ParametersNormal Range Short to Ground Open/High

Resistance Short to Voltage

Operating Conditions: Ignition ON, engine OFF

TFP Switch 1 High Low High --

TFP Switch 2 High Low High --

TFP Switch 3 High Low High --

Operating Conditions: Engine running, transmission in park or neutral position

TFP Switch 1 Low Low High --

TFP Switch 2 Low Low High --

TFP Switch 3 Low Low High --

DTC P0842, P0847, or P0872 Cont.

Typical Scan Tool Data

All Rights Reserved ATRA © 2009

80

Page 734: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

The pressure switch manifoldThe pressure switch manifold (PSM) is a multiple switch (PSM) is a multiple switch assembly made up of 3assembly made up of 3 normally opennormally open (N/O) pressure (N/O) pressure switches and 1switches and 1 normally closednormally closed (N/C) pressure switch. (N/C) pressure switch. Pressure switchPressure switch 11 (PS1) monitors shift valve(PS1) monitors shift valve 1 1 positioning, Pressure switchpositioning, Pressure switch 22 (PS2) monitors shift (PS2) monitors shift valvevalve 2 positioning, and Pressure switch2 positioning, and Pressure switch 22 (PS3) (PS3) monitors shift valvemonitors shift valve 3 positioning. The pressure switches 3 positioning. The pressure switches communicate the positioning to the transmission control communicate the positioning to the transmission control modulemodule (TCM).(TCM).

DTC P0842, P0847, or P0872 Cont.

Circuit/System Description

All Rights Reserved ATRA © 2009

81

Page 735: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

P0842P0842 The engine is running for a minimum of 5The engine is running for a minimum of 5 seconds.seconds.

Ignition voltage is greater than 9.0Ignition voltage is greater than 9.0 V and less than 18V and less than 18 V.V.

Shift valveShift valve 1 is commanded to the OFF, or 1 is commanded to the OFF, or destrokeddestroked position.position.

P0847P0847 The engine is running for a minimum of 5The engine is running for a minimum of 5 seconds.seconds.

Ignition voltage is greater than 9.0Ignition voltage is greater than 9.0 V and less than 18V and less than 18 V.V.

Shift valveShift valve 2 is commanded to the OFF, or 2 is commanded to the OFF, or destrokeddestroked position.position.

P0872P0872 The engine is running for a minimum of 5The engine is running for a minimum of 5 seconds.seconds.

Ignition voltage is greater than 9.0Ignition voltage is greater than 9.0 V and less than 18V and less than 18 V.V.

Shift valveShift valve 3 is commanded to the OFF, or 3 is commanded to the OFF, or destrokeddestroked position.position.

DTC P0842, P0847, or P0872 Cont.Conditions for Running the DTC

All Rights Reserved ATRA © 2009

82

Page 736: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

P0842P0842 This DTC sets during steady state operation when shift This DTC sets during steady state operation when shift

solenoidsolenoid 11 (SS1) is commanded OFF and PS1 indicates ON for (SS1) is commanded OFF and PS1 indicates ON for 11 second.second.

P0847P0847 This DTC sets during steady state operation when shift This DTC sets during steady state operation when shift

solenoidsolenoid 22 (SS2) is commanded OFF and PS2 indicates ON for (SS2) is commanded OFF and PS2 indicates ON for 11 second.second.

P0872P0872 This DTC sets during steady state operation when shift This DTC sets during steady state operation when shift

solenoidsolenoid 33 (SS3) is commanded OFF and PS3 indicates ON for (SS3) is commanded OFF and PS3 indicates ON for 11 second.second.

DTC P0842, P0847, or P0872 Cont.

Conditions for Setting the DTC

All Rights Reserved ATRA © 2009

83

Page 737: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

P0842P0842 The TCM requests the engine control moduleThe TCM requests the engine control module (ECM) to illuminate the (ECM) to illuminate the

malfunction indicator lampmalfunction indicator lamp (MIL). (MIL).

When in a forward range and shifting is completed, the transmissWhen in a forward range and shifting is completed, the transmission will ion will shift to another forward range, unless the transmission is comprshift to another forward range, unless the transmission is compromised by omised by overover--speeding or direction change, then the transmission will shift tspeeding or direction change, then the transmission will shift to o NEUTRAL.NEUTRAL.

While diagnostic response is active, if shift selector is moved While diagnostic response is active, if shift selector is moved to neutral, the to neutral, the transmission will shift to neutral. If the transmission is shifttransmission will shift to neutral. If the transmission is shifted to reverseed to reverse (R), (R), the transmission will shift to REVERSE. If the shift selector isthe transmission will shift to REVERSE. If the shift selector is moved to a moved to a forward range or reverse and transmission is compromised by overforward range or reverse and transmission is compromised by over--speeding or direction change, transmission shifts to neutral.speeding or direction change, transmission shifts to neutral.

DTCDTC P0842 is stored in TCM history. P0842 is stored in TCM history.

The TCM freezes shift adapts.The TCM freezes shift adapts.

The TCM inhibits torque converter clutchThe TCM inhibits torque converter clutch (TCC) engagement. (TCC) engagement.

DTC P0842, P0847, or P0872 Cont.

Action Taken When the DTC Sets

All Rights Reserved ATRA © 2009

84

Page 738: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

P0847P0847 The TCM requests the ECM to illuminate the MIL. The TCM requests the ECM to illuminate the MIL.

When in a forward range and shifting is completed, the transmissWhen in a forward range and shifting is completed, the transmission will ion will shift to another forward range, unless the transmission is comprshift to another forward range, unless the transmission is compromised by omised by overover--speeding or direction change, then the transmission will shift tspeeding or direction change, then the transmission will shift to o NEUTRALNEUTRAL

While diagnostic response is active, if shift selector is moved While diagnostic response is active, if shift selector is moved to neutral, the to neutral, the transmission will shift to neutral. If the transmission is shifttransmission will shift to neutral. If the transmission is shifted to reverseed to reverse (R), (R), the transmission will shift to REVERSE. If the shift selector isthe transmission will shift to REVERSE. If the shift selector is moved to a moved to a forward range or reverse and transmission is compromised by overforward range or reverse and transmission is compromised by over--speeding or direction change, transmission shifts to neutral.speeding or direction change, transmission shifts to neutral.

DTCDTC P0847 is stored in TCM history. P0847 is stored in TCM history.

The TCM freezes shift adapts.The TCM freezes shift adapts.

The TCM inhibits TCC engagement.The TCM inhibits TCC engagement.

DTC P0842, P0847, or P8072 Cont.

Action Taken When the DTC Sets Cont.

All Rights Reserved ATRA © 2009

85

Page 739: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

P0872P0872 The TCM requests the ECM to illuminate the MIL. The TCM requests the ECM to illuminate the MIL.

When in a forward range and shifting is completed, the transmissWhen in a forward range and shifting is completed, the transmission will shift to ion will shift to another forward range, unless the transmission is compromised byanother forward range, unless the transmission is compromised by overover--speeding or speeding or direction change, then the transmission will shift to NEUTRAL. direction change, then the transmission will shift to NEUTRAL.

While diagnostic response is active, if shift selector is moved While diagnostic response is active, if shift selector is moved to neutral, the to neutral, the transmission will shift to neutral. If the transmission is shifttransmission will shift to neutral. If the transmission is shifted to reverseed to reverse (R), the (R), the transmission will shift to REVERSE. If the shift selector is movtransmission will shift to REVERSE. If the shift selector is moved to a forward range ed to a forward range or reverse and transmission is compromised by overor reverse and transmission is compromised by over--speeding or direction change, speeding or direction change, transmission shifts to neutral.transmission shifts to neutral.

DTCDTC P0872 is stored in TCM history. P0872 is stored in TCM history.

The TCM freezes shift adapts.The TCM freezes shift adapts.

The TCM inhibits TCC engagement.The TCM inhibits TCC engagement.

DTC P0842, P0847, or P0872 Cont.

Action Taken When the DTC Sets Cont.

Conditions for Clearing the DTCDTC P0842, P0847, and P0872 are Type A DTCs.

All Rights Reserved ATRA © 2009

86

Page 740: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

P0842P0842 You may have to drive the vehicle in order to experience a condiYou may have to drive the vehicle in order to experience a condition.tion.

This DTC may indicate that SS1 is mechanically defective.This DTC may indicate that SS1 is mechanically defective.

When When DTCsDTCs P0752 and P0842 are set in combination, this may indicate a groP0752 and P0842 are set in combination, this may indicate a grounded unded circuit condition on the pressure switch circuit or the shift vacircuit condition on the pressure switch circuit or the shift valvelve 1 is stuck in the 1 is stuck in the stroked position.stroked position.

P0847P0847 You may have to drive the vehicle in order to experience a condiYou may have to drive the vehicle in order to experience a condition.tion.

This DTC may indicate that SS2 is mechanically defective.This DTC may indicate that SS2 is mechanically defective.

When When DTCsDTCs P0757 and P0847 are set in combination, this may indicate an opP0757 and P0847 are set in combination, this may indicate an open en circuit condition on the pressure switch circuit or the shift vacircuit condition on the pressure switch circuit or the shift valvelve 2 is stuck in the 2 is stuck in the stroked position. stroked position.

P0872P0872 You may have to drive the vehicle in order to experience a condiYou may have to drive the vehicle in order to experience a condition.tion.

This DTC may indicate that SS3 is mechanically defective.This DTC may indicate that SS3 is mechanically defective.

When When DTCsDTCs P0762 and P0872 are set in combination, this may indicate an grP0762 and P0872 are set in combination, this may indicate an grounded ounded circuit condition on the pressure switch circuit or the shift vacircuit condition on the pressure switch circuit or the shift valvelve 3 is stuck in the 3 is stuck in the stroked position.stroked position.

DTC P0842, P0847, or P0872 Cont.Diagnostic Aids

All Rights Reserved ATRA © 2009

87

Page 741: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Engine running, command the transmission through the Engine running, command the transmission through the forward ranges with a scan tool. Compare the TFP forward ranges with a scan tool. Compare the TFP SwitchSwitch 1, TFP Switch1, TFP Switch 2, and TFP Switch2, and TFP Switch 3 parameters in 3 parameters in each forward range with the Pressure Switch Manifold each forward range with the Pressure Switch Manifold Logic table. Refer to Logic table. Refer to Pressure Switch Manifold (PSM) Pressure Switch Manifold (PSM) LogicLogic..

Operate the vehicle within the Conditions for Running Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You may also the DTC to verify the DTC does not reset. You may also operate the vehicle within the conditions that you operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.observed from the Freeze Frame/Failure Records data.

DTC P0842, P0847, or P0872 Cont.

Circuit/ System Verification

All Rights Reserved ATRA © 2009

88

Page 742: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Note:Note: You must perform the Circuit/System verification first. You must perform the Circuit/System verification first.

Ignition ON, engine OFF, verify with a scan tool the TFP SwitchIgnition ON, engine OFF, verify with a scan tool the TFP Switch 1, TFP Switch1, TFP Switch 2 and 2 and TFP SwitchTFP Switch 3 parameters are High.3 parameters are High.

�� If TFP SwitchIf TFP Switch 1, TFP Switch1, TFP Switch 2, and TFP Switch2, and TFP Switch 3 parameters are the 3 parameters are the specified value, refer to specified value, refer to Control Valve Body Assembly DisassembleControl Valve Body Assembly Disassemble and and Control Control Valve Body Cleaning and InspectionValve Body Cleaning and Inspection..

��If valve body inspection is normal, replace the Shift Solenoid iIf valve body inspection is normal, replace the Shift Solenoid indicated by the ndicated by the DTC, refer to DTC, refer to Control Valve Solenoid ReplacementControl Valve Solenoid Replacement..

Ignition OFF, disconnect the X175 harness connector at the transIgnition OFF, disconnect the X175 harness connector at the transmission.mission.

Ignition ON, engine OFF, verify with a scan tool the TFP SwitchIgnition ON, engine OFF, verify with a scan tool the TFP Switch 1, TFP Switch1, TFP Switch 2, and 2, and TFP SwitchTFP Switch 3 parameters are High.3 parameters are High.

��If not the specified value, test the affected pressure switch siIf not the specified value, test the affected pressure switch signal circuit for a gnal circuit for a short to ground. If circuits tests normal, replace the TCM.short to ground. If circuits tests normal, replace the TCM.

Remove the transmission oil pan. Refer to Remove the transmission oil pan. Refer to Oil Pan ReplacementOil Pan Replacement. .

Test the transmission internal Pressure Switch 1, 2, and 3 signaTest the transmission internal Pressure Switch 1, 2, and 3 signal circuits for a short to l circuits for a short to ground.ground.

��If the circuits test normal, replace the PSM. Refer to If the circuits test normal, replace the PSM. Refer to Pressure Switch Pressure Switch Manifold ReplacementManifold Replacement..

DTC P0842, P0847, or P0872 Cont.Circuit/System Testing

All Rights Reserved ATRA © 2009

89

Page 743: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Perform the Perform the Diagnostic Repair VerificationDiagnostic Repair Verification after completing the diagnostic after completing the diagnostic procedure.procedure.

Pressure Switch Manifold ReplacementPressure Switch Manifold Replacement

Control Valve Solenoid ReplacementControl Valve Solenoid Replacement

Control Module ReferencesControl Module References for TCM replacement, setup, and programming.for TCM replacement, setup, and programming.

If another DTC is present, refer to If another DTC is present, refer to Diagnostic Trouble Code (DTC) List Diagnostic Trouble Code (DTC) List --VehicleVehicle and perform the appropriate diagnostic procedure.and perform the appropriate diagnostic procedure.

DTC P0842, P0847, P0872 Cont.

Repair Instructions

Repair Verification

All Rights Reserved ATRA © 2009

90

Page 744: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

This condition may be due to idle loads on the engine.

The following items should be checked: converter stall speed, excess line pressure, clogged cooler system, faulty lock-up converter, or worn oil pump.

Engine Pulls in Drive

All Rights Reserved ATRA © 2009

91

Page 745: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Borg Warner has high performance friction plates for LCT 1000. Utilize BW 4300 high energy friction material and provide 30-50% more thermal capacity for improved durability and longer life"

BW # OEM# Description BW # OEM# Description 32145AM 29530312 C1 External Tooth 200032145AM 29530312 C1 External Tooth 2000--up up 32147AM 29530313 C2 200032147AM 29530313 C2 2000--up up 32149AM 29531049 C3/C4 200032149AM 29531049 C3/C4 2000--up up 32151AM 29537393 C5 200032151AM 29537393 C5 2000--up up

High Performance92

Page 746: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

Alto Products also provides high performance Alto Products also provides high performance clutch packs.clutch packs.

Raybestos Powertrain Products provides Raybestos Powertrain Products provides clutches and modified clutch components for clutches and modified clutch components for high performance use.high performance use.

Several companies provides torque converters.Several companies provides torque converters.

High Performance Cont.93

Page 747: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPOALLISON LCT1000ALLISON LCT1000

2001 2001

Normal Operation ConditionsNormal Operation Conditions

2002 2002

Lack of Stall Speed in 4WDLack of Stall Speed in 4WD

2003 2003

Incorrect Pressure Switch AssemblyIncorrect Pressure Switch Assembly

Flare When Accelerating From a StopFlare When Accelerating From a Stop

PRNDL InoperativePRNDL Inoperative

QuicklearnQuicklearn ProcedureProcedure

Harsh DownshiftHarsh Downshift

2004 2004

Shift ConcernsShift Concerns

PRNDL FlashesPRNDL Flashes

Known Wiring ConcernsKnown Wiring Concerns

Pump NoisesPump Noises

Delayed/Lack of EngagementDelayed/Lack of Engagement

Clutch Failure After RepairClutch Failure After Repair

Index to ATRA SEMINAR Info94

Page 748: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO2004 Cont.2004 Cont.

P0731 SetsP0731 Sets

Shift Concerns, PossibleShift Concerns, Possible

Lack of Scan CommunicationLack of Scan Communication

Valve Body IDValve Body ID

2005 2005

PRNDL Flashes or Goes BlankPRNDL Flashes or Goes Blank

No Forward MovementNo Forward Movement

Erratic or No Shift Condition Possible DTC P0700, P0500, TCCM CErratic or No Shift Condition Possible DTC P0700, P0500, TCCM Codesodes

Intermittent Neutral Condition, WonIntermittent Neutral Condition, Won’’t Move Forward or Reverse, No t Move Forward or Reverse, No DTCDTC’’ss

Solenoid Harness ChangeSolenoid Harness Change

P3 Ring Gear ChangeP3 Ring Gear Change

CC--1 Drum and Piston Assembly Change1 Drum and Piston Assembly Change

CC--2 Piston Change2 Piston Change

CC--2 Clutch Shaft Seal Ring Change2 Clutch Shaft Seal Ring Change

Valve Body ChangeValve Body Change

Separator Plate ChangeSeparator Plate Change

Index to ATRA SEMINAR Info. Cont.95

Page 749: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO2005 Cont. 2005 Cont.

NSBU ChangeNSBU Change

TT--6 Bearing, P6 Bearing, P--3 Sun Gear and Carrier Change3 Sun Gear and Carrier Change

Fluid Leaking from Fluid Leaking from ExtentionExtention HousingHousing

2006 2006

Misfire, Surge, Misfire, Surge, ChuggleChuggle

PTO ApplicationsPTO Applications

2006 Updates (Update Planets, Pump & Related Parts)2006 Updates (Update Planets, Pump & Related Parts)

Introduction to 6 Speed, Operation, FeaturesIntroduction to 6 Speed, Operation, Features

PRNDL Inoperative PRNDL Inoperative

2007 2007

Torque Converter LeaksTorque Converter Leaks

Grade Braking Feature ExplainedGrade Braking Feature Explained

Internal Updates related to P2 Planet AssemblyInternal Updates related to P2 Planet Assembly

2008 2008

Shifter Stuck (NSBU Housing Shifter Stuck (NSBU Housing InterfersInterfers))

Index for ATRA SEMINAR Info. Cont.96

Page 750: Tech Only 2009 Atra Powertrain Expo

2009 POWERTRAIN EXPO2009 POWERTRAIN EXPO

2009 2009

Vent LeaksVent Leaks

Bell Housing leaksBell Housing leaks

Code P0872, P1711Code P0872, P1711

Shift Concerns &/Or Erratic OperationShift Concerns &/Or Erratic Operation

Multiple Multiple DTCDTC’’ss, Erratic Operation, Bad TCM, Erratic Operation, Bad TCM

Neutrals While Driving, No Reverse, P0877, P2723Neutrals While Driving, No Reverse, P0877, P2723

P0658, P2670, Transmission Stuck in Neutral, No ReverseP0658, P2670, Transmission Stuck in Neutral, No Reverse

Pump SealPump Seal

T1, T2, T3 and T6 Torrington BearingsT1, T2, T3 and T6 Torrington Bearings

DTCDTC’’ss for 2009 Model Yearfor 2009 Model Year

Index for ATRA SEMINAR Info. Cont.97

Page 751: Tech Only 2009 Atra Powertrain Expo

AudiVariable Automatic Gearbox

Multitronic 01J

Copyright © 2009 ATRA. All Rights Reserved

Presentedby

Mike Souza

ATRA POWERTRAIN

EXPO

2009

Page 752: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

ATRA Welcomes You

to the 2009PowerTrain Expo

ATRA Welcomes You

to the 2009PowerTrain Expo

PLATINUM

SUPPLIERS

/

THANK

YOU

PLATINUM

SUPPLIERS

/

THANK

YOU

Page 753: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

To make this day the best learning experience for each person in attendance we ask you to please:

• Turn off the ringer on cell phones and pagers (if calls need to be taken during the class please take them out side meeting room)

• Please keep small talk to a minimum during the class. We welcome questions that pertain to the subject being talked about.

Most of all, we ask that this day be a fun learning experience for everyone here today!

Thanks, ATRA Staff

Page 754: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

No part of this presentation may be duplicated in any form or manner without the express written permission of ATRA, General Motors Corp. and Chrysler Corp. Copy write ATRA 2009

Some art work within this presentation was duplicated in accordance with ATRA licensing agreements with GM Service Operations and Chrysler corp.

Page 755: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML702 Mode Introduction

2ML70

2ML70

The next GENERATION of TRANSMISSIONS to enter the market place and was introduced for the 2008/2009 model year's Known as a “2 mode” design, the transmission was designated as the 2ML70 (RPO M99)

The 2ML70 will be used behind the 6.0L engine (RPO LFA) and the Hybrid System (RPO HP2).Introduced on the Chevrolet Tahoe and GMC Yukon for 2008 and the Silverado/Serra in the 2009 model year.

Three Models:T – for rear wheel drive applicationsC – Upscale rear wheel drive applicationsF – Front wheel drive applications. Dodge and BMW will be using the same unit is some applications

Several Advantages:• Substantial gains in performance• Fuel economy (25-40% gains in economy over conventional C/K series trucks)• Reductions in emissions

Page 756: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

System Voltages, Cable Colors

Page 757: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

300 Volt A/C compressor

Page 758: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

42 Volt Power Steering System

Page 759: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML702 Mode Introduction

2ML70

2ML70

4th Clutch

Auxiliary Oil Pump Motor

Main Oil Pump

Auxiliary Oil Pump

Park Gear

2nd, 3rd & 4th Clutch

1st, 2nd & Rev. Clutch

Input Planetary Gear set

Output Planetary Gear set

Motor “B”72 KW/320 Volts AC

Gear Selector Shaft

3-Phase Cables for both Motors

Intermediate Planetary Gear set

Valve Body

1st & 3rd Clutch

Input Damper

Input Shaft

Motor “A”72 KW/320 Volts AC

2–Mode RWD Hybrid Transmission

Page 760: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70 Components

Page 761: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Power train component Layout

Page 762: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Range Reference Chart

Page 763: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Specifications

2ML70

2ML70

The Type 2 Mode is a continuous variable electric ratio hybrid transmission. Four fixed gear ratios, two electric motors (providing infinite variable ratios), with engine on/off operational capability.Gear Ratios:1st – 3.69-12nd – 1.70-13rd – 1-14th – .73-1EVT #1 Infinity – 1.70-1EVT #2 1.70-1 to .5-1Reverse – Infinity to 1.70-1• Max engine torque 380 lb-ft (515 Nm)• Max engine power 369 bhp (275 kW)• Two 65 kW (peak) electric motors (Drive motor #1, Drive motor #2) Y wound, 3 phase 300 volts AC, permanent magnet• Motor cooling accomplished by a transmission fluid circulation system• Electric motor torque 242 lb-ft (320 Nm)• 300 volt 40 cell nickel-metal hydride battery (located under the 2nd row seats)• Auxiliary fluid pump• Three planetary gear sets• Four multiple disc clutches (2 holding , 2 driving)• Two shift solenoids used (ON/OFF Design), SS1, SS2• Six Variable Bleed solenoids; PCS, PCS2, PCS3, PCS4, PCS5, TCC (TCC not used)

Page 764: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML702 Mode Introduction

Page 765: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Specifications

2ML70

2ML70

• A Bosh Built 32 bit TCM (TEHCM) mounted internal to the transmission on the valve body (Referred to as the “control solenoid with body and TCM”). The TEHCM incorporates the solenoids, pressure switches, TCM and TFT and it is bolted to the valve body• Output speed sensor (2 Hall Effect sensors in one housing, capable of sensing both speed and direction)• Electronic range selection• IMS (Range position)• Vane style oil pump (3 selective slides and rotors)• Three piece die cast aluminum case• Wet weight 374 lbs (170 kg)• Dexron VI required• Fluid capacity:

• Fluid and Filter 11.5 qts (10.88 liters)• Overhaul 13 qts (12.30 liters)

• Torque dampener 347 mm (No Torque Converter)• Pressure taps – Line, Aux Pump• Driver shift control (DSC) {When in M Range}• Shifter ranges (P, R, N, D, M)• Two Default actions:

• If in 3rd or 4th = 3rd gear• If in 1st or 2nd = 2nd gear

• Manufactured in the GMPT plant, Baltimore

Continued

Page 766: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Components and Functions

2ML70

2ML70

The 2 mode system requires several different control modules and subsystems for operation. These include:

Drive Motor Generator Control Module (DMGCM)• Contains the APM and PIM fastened together as an assembly• Separate cooling system (requires dexcool, heat exchanger mounts to front of vehicle and uses an electronic cooling pump)• Controlled by high current contactor relay mounted in the Hybrid Battery Assembly

Power Inverter Module (PIM) (Traction Power Inverter Module (Dodge)• Converts 300 volts DC to 3 phase 300 volts AC (operates drive motors)• Converts 300 volts AC to 300 volts DC to charge the Hybrid Battery• 6 high voltage shielded cables connect to the PIM to the 2 electric drive motors mounted in the transmission• Cables ID is “Orange” high voltage (caution when working with)• Contains the Hybrid Powertrain Control Module (HPCM) and 2 Motor Control Modules (MCMThe PIM, HPCM and the MCM are flashable.

Accessory Power Module (APM)• Converts high voltage DC to low voltage DC (14 volts for standard battery) and intermediate voltage DC (42 volts for power steering system)• Can convert 12 volts to 300 volts for emergency jump starting• Cables are shielded “Blue” for shock warning

Page 767: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

PIM (GM)TPIM (Dodge)

Page 768: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

PIM, TPIM Cooling

Page 769: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

APM

Page 770: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

APM Transformer Coils

Page 771: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Components and Functions

2ML70

2ML70

The 2 mode system requires several different control modules and subsystems for operation. These include:

Hybrid Powertrain Control Module (HPCM) • Main Controller for the Hybrid Transmission System• Determines which mode/motor will operate (features “Auto stop/start” and “Regenerative Braking”)• Operates in conjunction with the Battery Energy Control Module (BECM) and Motor Control Module (MCM) to operate the 2 transmission electric motors•Interfaces with the IMS, Auxiliary Fluid Pump, High Voltage Interlock Circuit (HVIC) and Engine RPM inputs to monitor system operation

Motor Control Module (MCM)• Control both of the transmission electric motors/generators• Respective IGBT drivers circuits control each motor separately• Output is 3 phase 300 volt AC to operate the motors• Located within the PIM

Battery Energy Control Module (BECM)• Located in the battery pack compartment• Controls the 40 cell drive motor/generator battery• Contains 2 high voltage contactor relays, a high voltage limiter relay, a battery fan relay and the battery vent fan• Monitors and control the relays and fan as well as monitors current, voltage and Battery temp

Continued

Page 772: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Battery pack, Battery Thermistors

Page 773: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Components and Functions

2ML70

2ML70

The 2 mode system requires several different control modules and subsystems for operation. These include:

Auxiliary Fluid Pump Control Module (AFPCM)• Mounts in the engine compartment• Control the auxiliary fluid pump based on commands from the Hybrid Powertrain Control Module (HPCM)

Hybrid Battery Pack• Located under the 2nd row seat• Nickel-metal hydride battery• Contains 40 7.2 volt cells• Combined static output of the battery is 288 volts DC• Provides current for the motors as well as other vehicle systems

Air Conditioning Control Module (AACM)•Controls the 300 volt AC compressor

Continued

Page 774: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

High Voltage System Wiring

Page 775: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70

2ML70

2ML70

The 2ML70 contains two 300 volt 3 phase 60-65kW AC motor/generator assemblies. The two permanent magnet motors are mounted from each end of the transmission and supported by the shafts/bushings and a support assembly. Six (6) high voltage (orange color) cables are attached to the transmission via a rigid conduit around the transmission which then transitions to flexible cable to attach the transmission to the Drive Motor Generator Control Module (DMGCM). Transmission fluid is used for normal transmission operation as well as to cool the drive motors.

Components and Functions

The motors provide the following functions:• Engine Cranking• Battery Charging•Transmission Reverse Operation• 2 modes of electronic variable transmission (EVT) operation

Front MotorUsed to start engine, reacts to input from the rear motor for EVT operation. Rear MotorDrives the vehicle when reverse is selected or when auto stop is activated and the vehicle is operating only on electrical power.

Page 776: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70

2ML70

2ML70

Both motors are controlled by the Motor Control Module (MCM) via motor position sensors mounted in the motor assemblies

The Motor Control Module (MCM monitors the speed/direction and angular position via resolver position sensors. The resolver position sensor contains a drive coil, 2 driven coils, and a irregular shaped rotor assembly. The Motor Control Module sends a 5 volt AC 10 kHz bias signal to the resolver drive coil. Since the rotor tooth offset varies, the Motor Control Module can determine the exact speed, angle and direction of each motor.

Components and Functions

Auxiliary Fluid PumpThe gerotor auxiliary fluid pump is mounted to the front of the transmission assembly. The pump is a 12 volt 3 phase AC motor which is directly controlled by an Auxiliary Fluid Pump Control Module via the Hybrid Powertrain Control Module (HPCM). Provides pressurized fluid for lube, cooling and clutch operation when the vehicle is being operated in electric or auto stop modes.

Page 777: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Motor Resolver Speed sensor

Page 778: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70

2ML70

2ML70

Output Speed SensorComponents and Functions

The output speed sensor is a hall effect type sensor. Internally the sensor consists of 2 hall effect circuits. This allows the sensor to be capable of sensing both speed and direction. The elements of the OSS assembly are spaced approximately ½ a tooth apart. Sensor “A” detects the synch tooth before sensor “B”.

When the vehicle moves in reverse sensor “B” detects the synch tooth before sensor “A”. The sensor is connected to the TEHCM via the wiring harness. These sensors receive a 8.3 - 9.3 bias voltage signal from the TEHCM.

As the output shaft rotates, the sensor output is a 8.8v square wave. The electronics in the sensor combine the two signals and output a signal with a different pulse width. This signal is interpreted by the TCM regarding speed and direction.

Page 779: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Output speed sensor

Page 780: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70

2ML70

2ML70

Internal Mode Switch (IMS)Components and Functions

The IMS operates similar to other IMS applications. The function of the IMS is to tell the TEHCM and the Hybrid Powertrain Control module which range has been selected and to act as the P/N switch.

The TECHM sends a 8.3 – 9.3v bias to the IMIS on circuits A, B, C and P.

Unlike other applications, the 2ML70 IMS has 5 additional outputs. R1, R2, D1, D2 and S. These inputs signal the HPCM regarding IMS direction. This information is used for P/N starting and for motor control.

Page 781: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Solenoids and Fluid Pressure Switches

2ML70

2ML70

The TEHCM is built by Bosch and operates like other GM 6 speed applications. The TECHM contains:• 6 variable bleed solenoids (only 5 are used)• 2 On/Off solenoids• 4 Pressure switch’s• 1 TFT• 1 TCM temp sensor• TCMAll are housed in 1 non-serviceable housing

Page 782: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Modes of Operation

2ML70

2ML70

The 2 mode applications do not use a conventional starter. Instead the system relies on the transmission motor/generator to crank the engine.• 300 volt 3 phase AC motors• Cranking speeds exceed 800 RPM in less than a few hundred milliseconds.

Engine Starting

Auto Stop/Auto StartAuto Stop feature is designed to reduce emissions output, engine wear and improve fuel economy in the city type driving conditions. With engine running, the HPCM may operate the engine in the Auto Stop/Start mode. Engine OFF modes of operation will be displayed on the tachometer. If the Tachometer indicates AUTO STOP, the engine may restart at anytime if the proper parameters are met.Auto Stop may activate if the following conditions are present:• Engine is running• Hood is closed• ECM is not requesting diagnostic information• Gear selector is not in Reverse or Manual position• Hybrid battery state of charge exceeds 20%• Engine is warm• Drive motor / generators have not overheated• Power Inverter Module (PIM) temperature limits have not been exceeded• No Hybrid system faults are present• The Hybrid Powertrain Control Module has determined that engine power is not required

Page 783: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Modes of Operation

GENERAL

MOTORS

2ML70

GENERAL

MOTORS

2ML70

Auto Stop/Auto Start

Page 784: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Dodge Information Center Display

Page 785: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Modes of Operation

2ML70

2ML70

The 2 mode system does not require the engine to be operational to propel the vehicle down the road. The Hybrid Powertrain Control Module may shut the engine off (AUTO STOP) when it determines engine power is not required. If the HPCM determines that additional power is needed, the Auto Start Function will occur and drive motor #1 will be used to start the engine. This may occur even if the vehicle is in motion if it were operated in the electric mode.

Auto start may activate without notice if any of the following conditions occur:• Hood is opened• ECM requests the engine to run• Gear selector is placed in R or M position• Hybrid battery charge is low• Hybrid battery voltage, temperature or power limits have been exceeded• Engine coolant temp (ECT) is to low• Drive motor/generator temperature limits have been exceeded• Power inverter Module (PIM) temperature limits have been exceeded• The Hybrid Powertrain Control Module has determined that engine power is required• A hybrid system fault is present

Page 786: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Modes of Operation

2ML70

2ML70

EVT Mode

High Mode #2:When High mode is selected the following occurs:• PCS trim solenoid #3 is commanded OFF• Shift solenoid #1 is commanded OFF• #3 Pressure switch opens• #1 Pressure switch opens• #4 Pressure switch opens• 2-3-4 clutch is applied• Front motor #1 drives the vehicle

Low Mode #1 Engine Off:When Low mode is selected the following occurs:• PCS trim solenoid #5 is commanded ON• Auxiliary pump is turned ON• 1-2 clutch is applied• Rear motor #2 drives the vehicle

Low Mode #1 Engine ON:When Low mode is selected the following occurs:• PCS #3 is commanded ON• PCS #5 is commanded OFF• 1-2 clutch is applied• Front motor #1 starts the engine• Rear motor #2 drives the vehicle if speeds are less than 25 – 23 mph

Reverse Mode:When Reverse is selected the following occurs:• PCS #3 is commanded ON• 1-2 clutch is applied• Rear motor #2 operates to drive the vehicle in reverse

Three Electronic drive modes are available: Reverse – Low – High.

Page 787: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Regenerative Braking/Blended Braking

GENERAL

MOTORS

2ML70

GENERAL

MOTORS

2ML70

During deceleration or coasting the HPCM can switch the system into regeneration mode. In the mode the motors act as generators to charge the Hybrid battery. This mode also helps to slow the vehicle down.Blended braking. When brake pedal is depressed, drive motor #2 switches to generator mode leading the vehicle to slow.MODES are transparent as the Electronic Brake Control module talks with the Hybrid Powertrain Module.

Page 788: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML702 Mode Operation

2ML70

2ML70

Page 789: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Re-Gen Braking

Page 790: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Blended Braking (Dodge Shown)

Page 791: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Brake Angle Sensor (Dodge)

Page 792: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Safety/Service Precautions

2ML70

2ML70

Service of a 2 mode vehicle, transmission and systems require specialized training. Warning: the 2 mode system can cause injury or death if proper service procedures are not followed!Hazard Labels are located at any potential shock hazard area. Areas include:• Transmission• High voltage cables (Orange or Blue)• Hybrid battery• DMGCM• PIM• APM• AC compressor

USE Personal Protective Equipment and understand safety precautions. These include:• “Class 0” 1000 volt electrical protective gloves (date coded)• Wear Eye Protection• DVOM (must meet or exceed category 3 or 1000 volt specifications) this includes the leads• Never place both hands across vehicle components (this can kill you)• Remove ALL jewelry, belt buckles, watches and other metal items• If High Voltage leads are disconnected, insulate the ends using GM tools or UL Listed isolation tape rated at 600 volts or more.• Make sure to torque terminal ends to specifications ( NO IMPACT GUNS)• Never use AC powered test equipment to probe the high voltage system

Page 793: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Safety should be your #1 Objective

Page 794: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70- Safety/Service Precautions -

Protective Gloves and High Voltage Meter

2ML70

2ML70

ATRA recommends you follow the FULL disabling procedure to insure you and your workers stay safe. Do not chance life with alternate procedures! Always refer to a repair manual!

“Class 0” 1000 volt electrical protective gloves (date coded)

DVOM (must meet or exceed category 3 or 1000 volt specifications) this includes the leads

Wear Eye Protection

Page 795: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Safety/Service Precautions

2ML70

2ML70

Before servicing any of the high voltage systems including the transmission you must disable the system using the following procedure:

1. Remove the ignition key, Unhook the vehicles 12 volt battery2. Remove the cover from the passenger side of the Hybrid battery assembly3. Remove “High Voltage Manual Disconnect Lever”. Wait at least 5 minutes for capacitors

to discharge4. Using approved DVOM, check the DC voltage across t he high voltage DC positive (3)

and negative (4) cables. The meter should read less than 3 volts. If there is voltage present, wait an additional 5 minutes! If still present, refer to service manual. Never proceed with voltage present.

5. Check voltage between the high voltage manual disconnect terminal 1 and the high voltage DC negative cable (3)

6. Check voltage between the high voltage manual disconnect terminal 1 and the high voltage DC negative cable (4)

7. Check voltage between the high voltage manual disconnect terminal 2 and the high voltage DC positive cable (3)

8. Check voltage between the high voltage manual disconnect terminal 2 and the high voltage DC positive cable (4)

9. Readings must be less than 3 volts. If voltage is present refer to service manual . Do not proceed! If voltage is still present suspect a high voltage relay contactor fault

10. System may be disabled using an alternate procedure when working on the transmission, cables, DMGCM, PIM or APM. The alternate method takes about the same amount of time to perform but it does not disable the complete system.

ATRA recommends you follow the FULL disabling procedure to insure you and your workers stay safe. Do not chance life with alternate procedures! Always refer to a repair manual!

Page 796: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

12 volt disconnect (Dodge Shown)

Page 797: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Master Disconnect Switch

Page 798: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Safety/Service Precautions – Battery Disconnect

GENERAL

MOTORS

2ML70

GENERAL

MOTORS

2ML70

ATRA recommends you follow the FULL disabling procedure to insure you and your workers stay safe. Do not chance life with alternate procedures! Always refer to a repair manual!

Located under the 2nd row seat -- Battery Energy Control Module (BECM)

Page 799: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

High Voltage Contactor Relay may be stuck CLOSED if voltage is present during disabling tests. If voltage is present you must diagnose the contactor relay malfunction prior to performing any addition work or repairs.

Page 800: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

System Safety, Voltage measurements before repairs

Page 801: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Enabling the High Voltage System after a repair

* Confirm the 12 volt battery isstill disconnected.

* Check the Torque on all the High Voltage Fasteners* Verify High Voltage system integrity and connector installation* Verify all High Voltage Interlock Circuit connectors and covers are installed.* Pickup and remove all tools and any loose components that havebeen previously removed.* install the High Voltage manual disconnect lever and cover .* Reconnect the 12 volt battery.* Ignition ON, connect a scan tool and clear all DTCs.* Ignition OFF and wait for 2 minutes.* Turn the ignition back ON and check for DTCs.• Diagnose and repair any DTCs that may have set

Page 802: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Enabling the High Voltage System after a repair

* With a scan tool verify the Powertrain Control Module 300 Volt Circuit Voltage parameter on the scan indicates the High Voltage system has been enabled.* Start the engine and let it idle for 2 minutes.*Turn the ignition OFF and wait at least 5 minutes.* Ignition ON , confirm that the following DTC’s have run and passed sincecodes were cleared.– Contactor DTCs– Discharge and Pre-Charge DTCs– Motor Position Sensor Learn DTCs– High Voltage Loss of Isolation DTCs* If any of the DTCs are set, address them at this time* If any of the codes have not run, operate the vehicle as described in“Conditions for Running the DTC.”* If all of the DTCs have run and passed, test-drive the vehicle and verify that noDTCs set.

Page 803: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

System Tools• The EL-48458 Pre–Charge Test Tool required if a DTC P1AF0 or P1AF2 is set in the PIM.− P1AF0 is the DTC for Drive Motor 1,Control Module Hybrid Battery ,Voltage System Isolation Lost.− P1AF2 is for Drive Motor 2 Control Module Hybrid Battery Voltage System Isolation Lost.• The tool is designed to assist in the diagnosis of fault conditions that can make it difficult to differentiate between in the drive motor generator battery and the power inverter module.• The internal workings of the pre-charge test tool include high voltage bulk capacitors to simulate the capacitor operation within the PIM.• Externally, the pre-charge test tool incorporates a high voltage meter andLED to alert the operator if high voltage is present

Page 804: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

System Tools

The EL-48571 High Voltage Battery Pin–Out Box is used whenever you get a DTC related to Circuit Voltage Sense Wire issues with the Hybrid Battery.• The Pin–Out Box is designed to allow the technician access to the voltage monitor circuits for the Hybrid Battery.• Externally, the Pin–Out Box has a 22 pin connector that connects to the X4 harness connector of the BECM, 2 Test Points for checking voltage and 6 dials for selecting the pair of batteries to be tested.�

Page 805: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Jump StartingJUMP START ASSIST is preformed as function of the scan toolThis feature allows on-vehicle charging of the hybrid drive motor batteries, using the 12 volt vehicle system.• A severely depleted hybrid drive motor battery may not have sufficient energy needed to crank/start the engine.• The Jump Assist function allows charging of the hybrid drive motor batteries using the 12 volt DC vehicle system.• For the Jump Assist function to operate correctly, the Hybrid Battery voltage needs to be greater than 194V.• If Hybrid Battery voltage is less than 194 volts, Jump Assist will NOT initiate, and the Hybrid Battery must be replaced.• A 12V charger that is rated at greater than 20 amps continuous is needed. The higher the continuous rating of the charger, the less time it will take for jump assist to complete. NOTE: A poorly faulty battery charger or a poor connectionMay cause a “JUMP START ASSIST ABORTED” message

Page 806: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Jump Starting• Using your scan tool, select Jump starting. Once your receive the “ JUMP ASSIST READY” message, TURN KEY TO OFF . You can now disconnect the scan tool if you would like• JUMP ASSIST ACTIVE BATTERY CHARGING will appear once the vehicle has entered Jump Assist mode.• JUMP ASSIST COMPLETE will display once the Hybrid Battery has been properly charged.– The criteria for finishing a scan tool initiated Jump Assist Complete is that each pair of batteries must be at its maximum module voltage of 17.9 volts.• JUMP ASSIST ABORTED will appear if and of the followingoccur:– Ignition ON during Jump Assist;– 12V circuit below 11V;– DTCs set by the HPCM, APM orBECM;– The Hybrid Battery voltage is MOREthan 358V or LESS than 180V.

Page 807: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Jump Starting, charge time

Page 808: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Jump Starting Driver Information Display (Dodge)

Page 809: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70 TEHCM

Note; Solenoids are sonic welded to the end frametherefore they are replaced with TEHCM

Page 810: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

TEHCM Filter Plate

Filter Plate: Must be replaced any time the TEHCM or Valve body has been removed

Solenoid screen 170 micron

Page 811: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Solenoid Cleaning Process

GENERAL

MOTORS

2ML70

GENERAL

MOTORS

2ML70

An automated process is available for cleaning the solenoids. Your scan tool will instruct the TCM to cycle the solenoids while the system is pressurized to clean the solenoids. The transmission does not need to be disassembled to perform the cleaning process.Always do this in the vehicle first when diagnosing shift concerns. Tool DT-47825 can be used off the vehicle. Only do this if the on vehicle process did not work or was unsuccessful.

Page 812: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Diagnostics

GENERAL

MOTORS

2ML70

GENERAL

MOTORS

2ML70

Diagnosis depends on a quality scan tool. This unit is not like units you have become accustomed to working with over the years. The 2ML70 internal electrical components are not hard wired to the rest of the vehicle via the transmission harness. This means that the diagnostic process has changed considerably.Diagnosis is divided into 2 categories:• Scan diagnostics• Test plate/air check diagnostics

The Solenoid and Valve Body diagnosis requires the following tools:• Quality scan tool (capable of commanding solenoids and talking with the TCM)• Tool DT47825 Solenoid test plate and jumper harnessWith tool DT 47825 installed on the valve body it must be torqued to 44 Lb. in.. Apply regulated

shop air (90 – 100 psi). Connect the scan tool to the adapter cable and command solenoids on monitoring the individual circuits with a pressure gauge.

Command the solenoid ON/OFF, air pressure should be present and exhaust when commanded. If the pressure does not change you must replace the entire assembly.

Test all ports of test block.

Page 813: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70Testing the Solenoids

GENERAL

MOTORS

2ML70

GENERAL

MOTORS

2ML70

When the scan tool commands the solenoids on/off this action is called “Dither”. This causes the gauge to flicker when the TCM is cleaning the solenoid you are testing.

Page 814: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

2ML70 Pump Assembly

Page 815: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Pump Valves

Page 816: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Upper Valve Body Valves

Page 817: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

EVT LOW

Page 818: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

EVT High

Page 819: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved.

Thanks For Attending the 2009 ATRA Powertrain EXPO

Special thanks to General Motors Powertrain and Chrysler Powertrain for their help with this presentation

Page 820: Tech Only 2009 Atra Powertrain Expo

Series-Parallel Hybrid Transaxles

Jack Rosebro, Perfect Sky

Page 821: Tech Only 2009 Atra Powertrain Expo

Applications 2001-2010

• All Toyota and Lexus hybrids

• All Ford and Mercury hybrids

• Larger GM truck and SUV hybrids

• Mercedes-Benz ML450 hybrid

• BMW X6 hybrid

2

Page 822: Tech Only 2009 Atra Powertrain Expo

Applications 2001-2010

• All Toyota and Lexus hybrids

• All Ford and Mercury hybrids

• Larger GM truck and SUV hybrids

• Mercedes-Benz ML450 hybrid

• BMW X6 hybrid

3

Page 823: Tech Only 2009 Atra Powertrain Expo

AC DC

AsynchronousSynchronous

Universal

Brushed

PM fields

Excited

Brushless DC

Sine PM

Reluctance

Shaded pole Induction

Types of electric motors

Single-phase Multi-phase

4

Page 824: Tech Only 2009 Atra Powertrain Expo

Generation 1 Prius

5

Page 825: Tech Only 2009 Atra Powertrain Expo

Gen 2 Prius

6

Page 826: Tech Only 2009 Atra Powertrain Expo

Gen 3 Prius

7

Page 827: Tech Only 2009 Atra Powertrain Expo

Series-parallel transaxle

8

Page 828: Tech Only 2009 Atra Powertrain Expo

MG

1PP

MG

2

INVERTERINVERTER

Series-parallel transaxle

9

Page 829: Tech Only 2009 Atra Powertrain Expo

Resolver

10

Page 830: Tech Only 2009 Atra Powertrain Expo

Resolver

11Tamagawa‐Seiki

Page 831: Tech Only 2009 Atra Powertrain Expo

Resolver

12

Page 832: Tech Only 2009 Atra Powertrain Expo

Torque loop

13Bimal K. Bose

Page 833: Tech Only 2009 Atra Powertrain Expo

Gen 1 P111 transaxle

14

Page 834: Tech Only 2009 Atra Powertrain Expo

Motor cases, final drive

15

Page 835: Tech Only 2009 Atra Powertrain Expo

Inverter coolant loop

16Toyota Motor Corporation

Page 836: Tech Only 2009 Atra Powertrain Expo

Fluid pan

17

Page 837: Tech Only 2009 Atra Powertrain Expo

Motor-generator 2 (MG2)

18

Page 838: Tech Only 2009 Atra Powertrain Expo

Stator winding diagnosis

19

Page 839: Tech Only 2009 Atra Powertrain Expo

High voltage leaks

Page 840: Tech Only 2009 Atra Powertrain Expo

––++

INSULATION

INSULATION

CONDUCTOR

+

+

–– –

– –

+

+

+

+

+

+

+

+

–– –

– –

+

+

+

+

+

+

––

––

––

––

––++ ++

++

++++ ++

++

––––––

––++

21

Page 841: Tech Only 2009 Atra Powertrain Expo

–––––– ––DC CURRENT

INSULATION

INSULATION

––––

––

–––– –– ––

––+

–+

––

–– ––

––

–– ––

––––

––––

––

––

––

––

–– ––

+–

+–

+–

+– +–

+–

+–

+–

+–

+–+–

+–+–

+–+–

+–

+–

+–

––––––

––

+ –

––

+

––

––+ +–

+

+

+

+

22

Page 842: Tech Only 2009 Atra Powertrain Expo

AC CURRENT––

––

INSULATION

INSULATION

––––

––

–––– ––

––

––

––+

–+

––

–– –– ––

––

–– ––

––

––

––––

––

––

––

––

–– ––

+–

+–

+–

+– +–

+– +–

+–+–

+–

+–

+–

+–

+–

+–

+–

+–

+–

+–

+–+–

+–+–

+–+–

+–+–

+–

+–

+–

––––

23

Page 843: Tech Only 2009 Atra Powertrain Expo

Gen 2 P112 transaxle

24

Page 844: Tech Only 2009 Atra Powertrain Expo

“Shift control” motor

25

Page 845: Tech Only 2009 Atra Powertrain Expo

Parking pawl linkage

26

Page 846: Tech Only 2009 Atra Powertrain Expo

Motor-generator 2

27

Page 847: Tech Only 2009 Atra Powertrain Expo

Thermistor in fluid

28

Page 848: Tech Only 2009 Atra Powertrain Expo

Gen 3 P410 transaxle

29

Page 849: Tech Only 2009 Atra Powertrain Expo

Gen II compared to III

30

Page 850: Tech Only 2009 Atra Powertrain Expo

Variants

Page 851: Tech Only 2009 Atra Powertrain Expo

Two-mode (SP+4-speed)

32

Page 852: Tech Only 2009 Atra Powertrain Expo

Two-mode (SP+4-speed)

33

Page 853: Tech Only 2009 Atra Powertrain Expo

FWD two-mode

34

Page 854: Tech Only 2009 Atra Powertrain Expo

Diagnosis and Repair

• Mechanical issues

• Stator winding issues

• Sensor failure

• Motor control issues

• Repair or replace?

35

Page 855: Tech Only 2009 Atra Powertrain Expo

Series-Parallel Hybrid Transaxles

Questions? Comments?

Jack Rosebro, Perfect Sky

Page 856: Tech Only 2009 Atra Powertrain Expo

Index

Copyright © 2009 ATRA. All Rights Reserved

Multitronic 01J

ATRA 2009POWERTRAIN EXPO

12345891213151620242526272829333744454650535556575964656771

Introduction ........................................................................................ Shift Modes .......................................................................Flywheel Damper Assembly ................................................Drive Train Layout ................................................................Variator Assembly .............................................................Cutaway View .....................................................................Forward/Reverse Clutch & Planet Assembly ......................................

................................................... .

Electronic Clutch Pressure ...................................................Hydraulic ......................................................

Chain Suction Jet Pump Hydraulic Control Unit (Valve Body)

...................................

..................................................

..Control Unit Communication ...........Multitronic Control Unit ......................................................................Solenoid ID & Function .......................................................................Sensors ...............................................................................................Switches ..............................................................................................Kickdown Function .............................................................................

Control ...Clutch Control Pressure

Safety Shut Off /Overload Protection ...................................................Creep Control/Hill Hold/Micro Slip .....................................................Clutch Control Adapts/Cooling System ...............................................Variator Function ................................................................................Torque Sensor .....................................................................................Splash Oil Cover ..................................................................................

..................................................................................................................................................................................

....................................................Hydraulic Chart ..................................................................................Selector Shaft & Parking Lock .............................................................Fault Indicator ....................................................................................Fault Codes..........................................................................................Slip or Shudder on Take Off ................................................................No Movement/Scrapping Noise ............................................................ PRND Indicator Inverted ......................................................................Delayed or No Movement .....................................................................Pulley Compression Tool ......................................................................

Page 857: Tech Only 2009 Atra Powertrain Expo

Variable Automatic Gearbox designed by Audi.Commonly known as Continuously Variable Transmission “CVT”. Designated: Multitronic 01J Vehicle application:?2004-09 A4 Cabriolet 1.8L / 2.0L L4 / 3.0L V6?2002-04 A6 3.0L V6?2005-09 3.2L V6Features:?No fluid coupling (torque converter) between engine and gearbox. ?Single flywheel damper unit (V6 engine).?Dual-Mass flywheel damper (4 cylinder engine). ?One Forward multi-disc clutch (slipped @ standstill or hill hold). ?One Reverse multi-disc clutch (both act as starting clutches).?Reverse rotation is created through a planetary gear train. ?Engine torque is transmitted to the final drive via a“variator” by an auxiliary

reduction gear step. ?Steel chain instead of a belt driven.?Electro-hydraulic control unit (valve body) and combined Electronic Control

Module (located in the gearbox housing). ?Tiptronic function; provides 6 forward "speeds“ for manual gear selection,

performed by the driver through either the console shifter or steering wheel paddle buttons.

?Stepless ratio changes controlled by a “Variator” (two variable tapered pulleys and connecting chain) for optimal fuel utilization and driver comfort.

?Primary variable tapered drive pulley driven by engine torque.?Secondary variable tapered driven pulley driven by steel chain.Specifications:?Factory designation: VL 30?Code: DZN?Maximum torque: 310 Nm?Ratio range of variator: 2.40 - 0.40?Speeds 6?Auxiliary reduction of gear step: 51/46 = 1.109:1?Final drive ratio: 43/9 = 4.778:1?Oil pump operating pressure: maximum approx. 60 bar?Oil pump delivery rate: 10 gpm @ 1000 rpm?Mutitronic fluid (ATF): G 052 180 A2?Mutitronic gear oil (differential): G 052 190 A2?Gear oil quantities:

Complete fill: approx. 7.5L (cooler & filter) Service: approx. 4.5LGear oil: approx. 1.3L

?Gross weight (w/o flywheel): approx. 88 k?Overall length: approx. 610mm

Introduction

1951

Copyright © 2009 ATRA. All Rights Reserved

ATRA 2009POWERTRAIN EXPO

Page 858: Tech Only 2009 Atra Powertrain Expo

Shift Modes

195

Copyright © 2009 ATRA. All Rights Reserved

Automatic Mode. All 6 ratios are controlled by a preprogramed strategy of the vehicles onboard computer. The conditions that determine ratio change (rpms) are controlled by driver input, such as accelerator pedal position in conjunction with traction resistance. The ratios are completed smoothly (no jolts) without any interruption to the traction power flow (figure 1).

Tiptronic Mode. There are 6 defined shifting ratios for manual gear selection. The driver can choose handling dynamics to suit personal preference. This feature can be used on downhill grades, such as an engine braking effect controlled by selective down shifting. This feature will only allow a top speed in 5th gear. The 6th gear ratio is commanded for a more efficient fuel economy or overdrive. The “tiptronic mode” can be operated by the console shifter or shift paddles/buttons (optional) located on the steering wheel (see figure 2). During tiptronic shifting the gears selected will be shown in the dash display also shown in figure 2.

1 2

Paddles

2ATRA 2009POWERTRAIN EXPO

Page 859: Tech Only 2009 Atra Powertrain Expo

The Flywheel Damper assembly is designed to dampen noise and vibration, that travels through the crankshaft into the transmission. This can result in overloading the internal components causing gear train vibration and noise. The Flywheel Damper assembly shown in figure 1 is found in vehicles with a 2.8L V6 engine. Vehicles with a four cylinder engine will use a Dual Mass Damper/Flywheel (figure 2). Four cylinder engines do not run as smooth as six cylinder engines causing more torsional vibration and noise.

torsional engine combustion

195

Copyright © 2009 ATRA. All Rights Reserved

Flywheel Damper Assembly

Damper Flywheel Dual Mass Damper / Flywheel

3

1 2

ATRA 2009POWERTRAIN EXPO

Page 860: Tech Only 2009 Atra Powertrain Expo

Drive Train Layout

195

Copyright © 2009 ATRA. All Rights Reserved

1. Flywheel Damper assembly 5. Planetary Gear Train2. Reverse Gear clutch 6. Forward clutch3. Auxiliary Reduction Gear Step 7. Hydraulic Control Unit (valve body)4. Variator & Chain 8. Transmission Control Unit (TCM)

1

23

4

5

6

7

8

Engine

4

01J

ATRA 2009POWERTRAIN EXPO

Page 861: Tech Only 2009 Atra Powertrain Expo

“Variator Function”

195

Copyright © 2009 ATRA. All Rights Reserved

Note: Audi is the first auto maker to produce a CVT transaxle which can be used with a 2.8L V6 engine with power and torque ratings of 200 bhp & 300 Nm.

The variator allows for a smooth continuous reduction of ratio from standstill to maximum speed. The correct ratio is commanded for optimum speed range, engine performance and fuel economy. The variator consists of two pairs of tapered disc pulleys, one Primary pulley set (1) one Secondary pulley set (2) and a special chain that runs in the V-shaped gap between the two tapered pulley sets. The chain is the primary power element of the transmission. Primary pulley set (1) is driven by the engine via an auxiliary reduction gear step. Torque is transmitted through the chain to the secondary pulley set (2) and to the final drive. One of the tapered pulleys in each set is hydraulicly controlled to variably adjust the chain track diameter and change the transmission ratio. Both pulleys sets must be controlled simultaneously so that the chain is always kept taut. The disc and chain contact pressure though all ratios must be in proportion to transmission torque in order to prevent slipping.

Primary Pulley set (1) Secondary Pulley set (2)

Wide

Drive

Driven

Narrow

5

Start Off

Top Speed

ATRA 2009POWERTRAIN EXPO

Page 862: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

“Variator Function” Underdriven Both pulley sets have a separate pressure cylinder and variable displacement cylinder to move the taper pulleys and control ratio changes. Examples of the transaxle in the underdriven and overdrive mode are shown in figures 1 and 2.

Torque Sensor Chain

Pulley Set 1

Underdriven

Pulley Set 2

6

Figure 1

ATRA 2009POWERTRAIN EXPO

Page 863: Tech Only 2009 Atra Powertrain Expo

195

“Variator Function” Overdriven

Copyright © 2009 ATRA. All Rights Reserved

Overdriven

Variable Displacemen

t Cylinder

Variable Displacemen

t CylinderPressure CylinderVariable

Tapered Pulley

Pulley Set 2

Pulley Set 1

Variable Tapered PulleyDiaphragm

SpringPressure Cylinder

Torque Sensor

Pressure Spring

7

Figure 2

ATRA 2009POWERTRAIN EXPO

Page 864: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

Cutaway View

01J

Reverse Clutch

InputShaft

PlanetAssembly

Foreward Clutch

Differential

Primary Pulley (1)(Input)

Secondary Pulley (2)(Output)

Valve Body

Electronic ControlMoldule

Front Case

Cover

Connector

Rear Case

Chain

8

Top View

Side View

ATRA 2009POWERTRAIN EXPO

Page 865: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

The forward clutch steel plates spline to the hub attached to the sun gear and the friction plates spline to the planet carrier hub. The reverse clutch steel plates are connected to the transmission case and the friction plates spline to the ring gear hub.

Forward/Reverse Clutch & Planet Assembly

Forward / Reverse Clutch &Planetary Gear Assembly

Ring Gear

InputShaft

Planetary GearsFWD

Clutch

ReverseClutch

Planet Carrier Input Pulley (1)(auxiliary

reduction gear step)

Sun Gear

Planetary Gears

InputShaft

Forward Friction

Reverse Steel

Forward Steel

Reverse Friction Ring Gear

Case

Planet Carrier

Hub

9ATRA 2009POWERTRAIN EXPO

Page 866: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

Planetary Gear Train FunctionThe planetary drive train is designed as a reversing assembly. The only required function is to change the rotational direction of the gear train (opposite of the engine). The sun gear attached to the input shaft transfers torque to the planetary pinion gears(1). Planet pinions (1) drive the planet pinion gears (2) that are meshed to the ring gear. The planetary carrier assembly (output) is held to act as the input to the auxiliary reduction gear step even when the vehicle is stationary. The ring gear rotates at half the engine speed in the direction of engine rotation.

planetary gear

Note: Component rotating dengine is running and vehicle is stopped.

irection while

Planetary Carrier

Planetary Pinion

(1)

Planetary Pinion

(2)Ring Gear

Input Shaft & Sun Gear

10ATRA 2009POWERTRAIN EXPO

Page 867: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

With the forward clutch applied the input shaft connects to the planet carrier and the planetary gear train is locked together. The planetary assembly drives output torque in the same rotation as the engine at a 1:1 ratio. When the reverse clutches are applied the ring gear is held. Output torque is applied to the planet carrier and rotates in the opposite direction of the engine.

Forward/Reverse Clutch Function

Input Pulley (1)(auxiliary reduction gear

step)

Planetary GearsSun Gear

InputShaft

Forward Friction

(Splined to Planet

Forward Steel

(slpined to Input Shaft)

Ring GearReverse FrictionReverse Steel

11

Splined to CaseSplined to Ring Gear

Locked 1:1

ATRA 2009POWERTRAIN EXPO

Page 868: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

12

Multitronic Control Unit Communication

ATRA 2009POWERTRAIN EXPO

Page 869: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

13

Multitronic Control Unit The multitronic control unit J217 is attached to the hydraulic control valve body. The three pressure regulating solenoids plug directly into the control module without the use of a wire harness. A 25 pin connector allows the control module to interface with the rest of the vehicle.

Multitronic Control Unit J217

Hydraulic PressureSensor 1 G193

(clutch pressure)

Hydraulic PressureSensor 2 G194

(contact pressure)

Output Speed Sensor G195 & G196(Hal Effect)

Plug In Contact N216

Plug In Contact N215

Input Speed Sensor G182(Hall Effect)

Plug In Contact N88

Multi-function Switch F125

G93 Oil Temperature Sensor (ATF) (integral to TCU)

G193 Hydraulic Clutch Pressure Sensor 1

G194 Hydraulic Contact Pressure Sensor 2 (pulley)

F125 Multi-function switchG182 Input Speed Sensor (ISS) Hall Effect

G195 Output Speed Sensor 1 (OSS) Hall Effect

G196 Output Speed Sensor 2 (OSS) Hall Effect

ATRA 2009POWERTRAIN EXPO

Page 870: Tech Only 2009 Atra Powertrain Expo

An aluminum plate attached to the plastic housing is the base for the electronics and works as a heat sink. All the sensors are integral to the housing, so internal wiring and connectors are not necessary. The input speed sender and the multifunction switch are Hall sensors.

195

Copyright © 2009 ATRA. All Rights Reserved

14

Multitronic Control Unit

Transmission oil (ATF) temperature sensor G93 is integrated in the electronic control unit. It measures the temperature of the plate inside the control unit. Oil temperature effects clutch control and input speed control for adaption functions.If sensor G93 fails, the engine temperature’s is substituted. Adaptive function is prohibited.

Fault indication: PRND inverted.

aluminum

calculated valueEngine performance is reduced when oil temperature exceeds

145°C (if necessary, engine defaults to idle speed).

ATRA 2009POWERTRAIN EXPO

Page 871: Tech Only 2009 Atra Powertrain Expo

The N88, N215, and N216 are all pressure control valves (solenoids). Control pressure rises in proportion with current (higher current/higher pressure). Solenoid N88 (solenoid valve 1) controls the clutch cooling valve (KKV) and the safety

valve (SIV). Solenoid N215 (pressure regulating valve 1) controls clutch control valve (KSV).Solenoid N216 (pressure regulating valve 2) controls the reduction valve (ÜV).

195

Copyright © 2009 ATRA. All Rights Reserved

15

Solenoid ID & Function

ATRA 2009POWERTRAIN EXPO

Page 872: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

16

Sensors (Input Speed) The multitronic® control unit has a dynamic control program (DRP) for calculating the input speed. Sensor G182 input speed at pulley set 1. The control unit uses this data to control current to the pressure regulating solenoid N216. N216 solenoid produces the control pressure to the hydraulic reduction valve. The multitronic control unit monitors both sensor G195 output speed (OSS) along with the engine speed.

G182 (ISS) in comparison to sensor Fault indication: none

ATRA 2009POWERTRAIN EXPO

Page 873: Tech Only 2009 Atra Powertrain Expo

The only checks that can be performed on sensors is with a capable scan tool. If a sensor fails, the control unit will substitute the values of the failed sensor with signals from the other working sensors. The operation of the vehicle will depend upon the severity of the failure. Hill hold will be deactivated.1 Sensor G182 monitors sender wheel rotation (input speed).

.2. Sensors G195 and G196 output speed sensors

pulley set 1 Fault indication: none

monitors pulley set 2 sender wheel rotation (output speed). Fault indication: none.

195

Copyright © 2009 ATRA. All Rights Reserved

17

Sensors (Output Speed)

Row Of Magnets Row Of Magnets

Note: Do not distort these sensors, may be mistaken for seals and pried out of their location and discarded.

3240

ATRA 2009POWERTRAIN EXPO

Page 874: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

18

Sensors (Output Speed) A magnetic ring with a row of 32 individual magnets (N/S poles) is located onthe face of the sender wheel for the G195 and G196 sensor. The position of sensor G195 and G196 are out of phase with each another (25% angles). The control unit monitors the falling edge of the signals on both sensors. G196 is “Low” at the falling edge of the signal from G195. G195 is “High” at the falling edge of the signal from G196. The multitronic control unit determines this “pattern” as moving forward. This data is essential for hill hold.

Forward Direction Reverse Direction

ATRA 2009POWERTRAIN EXPO

Page 875: Tech Only 2009 Atra Powertrain Expo

Hydraulic pressure sensor 1 G193 monitors the forward and reverse clutch pressure. (“Clutch Control”). Fault indication: Flashing PRND

195

Copyright © 2009 ATRA. All Rights Reserved

19

Sensors (Hydraulic Pressure)

Hydraulic Pressure Sensor 1 G193

Hydraulic pressure sensor 2 G194 monitors contact pressure regulated by the torque sensor (“Creep Control”). If G194 malfunctions, creep control function is deactivated. The clutch torque is controlled by preset values. Fault indication: none

Hydraulic Pressure Sensor 2 G194

ATRA 2009POWERTRAIN EXPO

Page 876: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

20

Switches (Multifunction Switch) Multi-functional switch F125 is made of 4 Hall sensors controlled by the magnetic gate on the selector shaft. Signals from the Hall sensors are determined in the same way as mechanical switches. Two signals, High means closed (1) and Low means open (0). There are a combination of 16 shifter signals produced by 4 magnets (switches). 4 combinations for

combinations which are diagnosed as faults. If Hall sensor C fails in the N position, the combination 0001 will be implemented. The control unit will no longer recognize the N position and substitute a another programed strategy.Hall sensor D fails the ignition switch will not start. Signals from F125 the switch are needed for:1. Starter control (inhibit)2. Reverse lights3. P/N control (shift lock)4. Clutch control (forward/reverse/neutral)5. Ratio lock in reverseF125 switch fault may cause no movement (neutral). Fault indication: Flashing.

the P, R, N, D, positions, 2 for the intermediate P-R, and R-N-D positions. Ten

PRND

ATRA 2009POWERTRAIN EXPO

Page 877: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

21

Multifunction Switch Chart & Signal Gear Shift Positions

Shifter Signal PRND

ATRA 2009POWERTRAIN EXPO

Page 878: Tech Only 2009 Atra Powertrain Expo

The Tiptronic switch F189 is integral to the shifter assembly. There are 3 Hall effect sensors actuated by a magnet located on the shutter. 1 for the “brake actuated” symbol, and 1 of each for the + and – symbols on the tiptronic gate. for each shifter position by a separate Hall sensor.

Fault indication: PRND inverted

The 7 LEDs are controlled The F189 switches

provide a ground signal (low signal) to the control unit. If a fault occurs, the tiptronic function is disabled.

19522

Switches (Tiptronic Switch)

Copyright © 2009 ATRA. All Rights Reserved

A - Downshift sensor B - Tiptronic recognition sensorC - Upshift sensor

ATRA 2009POWERTRAIN EXPO

Page 879: Tech Only 2009 Atra Powertrain Expo

19523

Switches (Brake Actuator)

Copyright © 2009 ATRA. All Rights Reserved

The Brake actuated” signal is required for:1. The selector lever lock function2. Creep control3. Dynamic control program (DCP)The brake actuator signal is provided via the engine control unit through CAN bus communication.

ATRA 2009POWERTRAIN EXPO

Page 880: Tech Only 2009 Atra Powertrain Expo

19524

“Kickdown” Function

Copyright © 2009 ATRA. All Rights Reserved

A separate switch is not used for passing gear information. A spring loaded element located on the accelerator pedal module creates a point of resistance simulating a kickdown feel. Once the

kickdown function is activated and The

engine control unit is sent to the transmission control unit through the CAN bus.

“Kickdown”

full throttle voltage signal from sensors G79 and G185 (accelerator pedal module) is above maximum. The

the accelerator pedal need only be held in the full throttle position. kickdown information from

NOTE: If the accelerator pedal module is replaced, the “kickdown” shift point must be readapted using capable scan tool software.

ATRA 2009POWERTRAIN EXPO

Page 881: Tech Only 2009 Atra Powertrain Expo

Electronic Clutch Pressure ControlInformation that is monitored by the Multitronic Control Unit: ?Engine Speed Signal

Engine Torque Information?Transaxle Input Speed Signal?Transaxle Fluid Temperature?Throttle Pedal Position?Brake Pedal ApplyThe multitronic control unit varies current supply to the pressure regulating valve N215 (solenoid). The hydraulic pressure sender (1) G193 monitors the actual clutch pressure in the hydraulic system. Actual pressure and normal pressure are compared by the multitronic control unit continuously. These pressure readings are used to calculate any corrective changes necessary to the gearbox.

?

Multitronic Control Unit

Pressure Sender (1) G193

Pressure Regulating Solenoid N215

195

Copyright © 2009 ATRA. All Rights Reserved

25ATRA 2009POWERTRAIN EXPO

Page 882: Tech Only 2009 Atra Powertrain Expo

Hydraulic Clutch Pressure Control Clutch pressure is controlled by the multitronic control unit according to engine torque, not by system pressure. The pilot pressure valve (VSTV) receives pressure from the pressure regulator valve (solenoid) N215. N215 solenoid delivers control pressure which changes the position of the clutch control valve (KSV) depending on the amount of multitronic current supplied. A high current equals high pressure. The clutch control valve (KSV) is supplied system pressure and produces clutch pressure according the amount N215 signal. A high control pressure equals high clutch pressure. Clutch pressure flows through safety valve (SIV) to the manual valve (HS). The manual valve sends clutch pressure to the forward or reverse clutch, according to lever position. Whichever clutch not applied is vented into the sump. In the neutral or park positions oil is closed off by the manual valve and both clutches are vented to the sump.

195

Copyright © 2009 ATRA. All Rights Reserved

26ATRA 2009POWERTRAIN EXPO

Page 883: Tech Only 2009 Atra Powertrain Expo

“Safety Shut Off” In the event that actual clutch pressure becomes higher than the control pressure (due to a malfunction), the safety shut off function will exhaust clutch pressure. No matter where the manual valve is positioned. The safety valve (SIV) activated by solenoid (1) N88, will open and exhaust the clutch immediately. Control pressure to the clutch control valve (KSV) is cut off and the pressure from the manual valve is exhausted to the sump.

Feed Blocked

ExhaustedSolenoid Pressure

Position after “Safety Shut Off” switched

The multitronic control unit calculates clutch temperature from clutch slip, engine torque demand, and transaxle fluid temperature (preprogrammed strategy). If calculated clutch temperature exceeds the preset amount for excessive load, engine torque will be lowered to just above idle. The engine may not respond to accelerator pedal operation for a short while. This will occur for a short clutch cooling system time period. Engine torque will quickly return to maximum after the cooling off time period. This is done to protect clutch overload.

“Overload Protection”

Copyright © 2009 ATRA. All Rights Reserved

19527ATRA 2009POWERTRAIN EXPO

Page 884: Tech Only 2009 Atra Powertrain Expo

“Creep Control”When the vehicle is at a standstill the creep control function sets the clutch to acalibrated slip rate (torque). With the engine in drive (brakes released) theclutch slip functions the same as an automatic transmission torque converter.Clutch pressure adapts to input torque which causes the vehicle to “creep”. Pulleyset 1 contact pressure is monitored by sensor G194 to control clutch torque. lutchtorque pressure is monitored by sensor G193. Creep control function lowers thetorque pressure when the brakes are applied (figure 1).

idling

C

G194

G193

G194

40Nm / 15Nm

BrakeReleased / Applied

EngineAt

Idle

“Hill Hold”If the vehicle starts to roll back on a slope with the brakes applied lightly, clutchpressure is increased to keep the vehicle stationary. The two output speed sensorsG195 & G196 enable the multitronic control module to determine that the vehicle ismoving forward or backward.

“Micro Slip”When engine torque suddenly rises from part throttle to high rpm torque; the microslip mode function allows a slip speed between the input shaft and pulley set 1 ofapprox. 5-20 rpm. The input speed sensor G182 and engine speed signal aremonitored for this function. Input speed sensor G182 monitors pulley set 1.

Copyright © 2009 ATRA. All Rights Reserved

19528ATRA 2009POWERTRAIN EXPO

Page 885: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19529

“Clutch Control Adapts” In creep mode, N215 control current and information from the contact pressure sensor G194 are sent to the multitronic control. The multitronic control unit calculates this data and continuously updates clutch torque strategy for component wear and oil efficiency.

“Clutch Cooling System” There is a unit when needed. The cooling oil is only directed to the clutch in use. Cooling oil and forward clutch pressure are separated by a tube inside the input shaft called the “inner part”. An “oil divider” at the outlet holes on the input shaft guides the cooling oil to the forward and reverse clutch.

separate oil cooling circuit that is connected by the valve body oil control

Diaphragm Spring

Inner Part

Stop Ring

Oil Divider

Distributor Disc

Reverse ClutchForward Clutch

Oil Divider / Diaphragm Spring& Stop Ring with openings

ATRA 2009POWERTRAIN EXPO

Page 886: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19530

“Forward Clutch Cooling” When the forward clutch is applied, the forward clutch thrust plate pushes the oil divider back. The cooling oil flows to the front of the oil divider to the forward clutch.

Thrust Plate

Forward Clutch Pressure

Cooling Oil

Cooling Oil

Forward Clutch

Diaphragm Spring

Oil Divider

ATRA 2009POWERTRAIN EXPO

Page 887: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19531

“Reverse Clutch Cooling”

Reverse Clutch

When the forward clutch is not engaged, the oil divider is at rest. This allows the oil divider to redirect the cooling to the reverse clutch. Openings in the distributor plate direct some of the cooling oil to the planetary gear set for lubrication.

Cooling Oil

Diaphragm Spring

Oil Divider

Thrust Plate

ATRA 2009POWERTRAIN EXPO

Page 888: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19532

“Hydraulic Clutch Cooling Control” The multitronic control unit applies control current to solenoid 1 N88. The control pressure produced from solenoid 1 N88 strokes the clutch cooling valve (KKV). Clutch cooling valve (KKV) sends pressure from the cooler return pipe to the suction jet pump (entrainment pump). This oil pressure is used to operate the suction jet pump.

To Manual Valve

To Cooler Return Pipe

To Clutches

Jet Pump (entrainment pump) w/non return valve

ATRA 2009POWERTRAIN EXPO

Page 889: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19533

Variable Displacement Cylinder The high amount of contact pressure is required to keep the chain taut under heavy loads. The pressure cylinders have a large surface area which requires less oil pressure to handle the high engine torque.

Pressure Cylinder

Diaphragm Spring

Variable DisplacementCylinder

Variable Taper Pulley

ATRA 2009POWERTRAIN EXPO

Page 890: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19534

Contact Pressure Control “Underdriven”The pressure regulator solenoid N216 is supplied constant pressure from the pilot valve VSTV. Controlled current from the multitronic unit to the N216 solenoid, produces the variable pressure which changes the position of the reduction valve UV. Reduction valve UV directs the variable pressure to pulley sets 1 and 2. When control pressure is between 1.8 - 2.2 bar (26-32 psi) the UV valve closes. With control pressure higher than 2.2 bar the UV valve directs pressure to the variable displacement cylinder on pulley set 2 and the displacement cylinder on pulley set 1 is exhausted. The chains location is moved towards the “starting torque ratio” postion.

Chain

ATRA 2009POWERTRAIN EXPO

Page 891: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19535

Contact Pressure Control “Overdriven” With control pressure lower than 1.8 bar the UV valve directs pressure to the variable displacement cylinder on pulley set 1 and the displacement cylinder on pulley set 2 is exhausted. The chain is moved towards the “Overdrive ratio” position.

Chain

ATRA 2009POWERTRAIN EXPO

Page 892: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19536

“A uxiliary Reduction Gear Step”

Planetary Gears

Auxiliary Reduction Gear Set

Primary Pulley 1

ATRA 2009POWERTRAIN EXPO

Page 893: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19537

Torque SensorThe torque sensor is a hydromechanical sensor located on pulley set 1. The sensor is compiled of 2 shells and 7 steel balls. One ramp shell is connected to the output gear the other splined onto the torque sensor piston attached to pulley set 1. This ramp shell and ball assembly statically and dynamically controls the contact pressure through torque sensor spaces. The 2 shells rotate towards each other. Forces from ramp shell 1 converts engine torque to ramp shell 2, pushing the torque sensor piston. This movement opens and closes the outlets to sensor space 1.

Splined to Torque Senor Piston

Output Gear

Bearing

Output Gear

Pulley Piston

ATRA 2009POWERTRAIN EXPO

Page 894: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19538

Torque Sensor

ATRA 2009POWERTRAIN EXPO

Page 895: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19539

Torque sensor space 1 is connected to the pressure cylinder. Engine force pressed against the torque sensor and cylinder pressure become equal. The outlet bores are partially closed during vehicle operation. Pressure will drop as the outlet bores open and modulate the pressure in the pressure cylinder.

Torque Sensor Space 1

ATRA 2009POWERTRAIN EXPO

Page 896: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19540

Torque Sensor Space 1 The outlet bores close when input torque rises. The pressure in the pressure cylinder rises until force and pressure become equal. The outlet bores open when input torque decreases. The pressure in the pressure cylinder drops until the force and pressure become equal.

ATRA 2009POWERTRAIN EXPO

Page 897: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19541

Torque Sensor Space 1 When torque level peaks, the outlet bores close off completely. The torque sensor acts like a pump. The higher oil volume causes an quick rise of pressure in the pressure cylinder producing higher contact pressure instantly. Changes in road condition can cause very high peaks in torque; such as sudden drops in the pavement (holes).

ATRA 2009POWERTRAIN EXPO

Page 898: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19542

The contact pressure is modulated in torque sensor space 2. Changing pressure in torque sensor space 2 increasing or decreasing the pressure in the pressure cylinder. The pressure in torque sensor space 2 is controlled by two cross holes in the shaft of pulley set 1. The holes open and close with variable taper pulley movement. The cross holes are open when the taper pulley is in the start off position. The pressure in torque sensor space 2 drops.

Torque Sensor Space 2

Start Off Position

ATRA 2009POWERTRAIN EXPO

Page 899: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19543

Torque Sensor Space 2 When the taper pulley moves to the “High speed” position, the cross holes close. the left hand cross hole is opened. This cross hole is now connected to the pressure cylinder by the bore in the variable taper pulley. The oil in the pressure cylinder is now directed into torque sensor space 2. This pressure moves the torque sensor piston to the left and counter acts the force from the torque sensor. The control edge of the sensor piston opens up the outlet bores dropping the pressure in the pressure cylinder. This two stage process low contact pressure is used in the middle ratio range.

ATRA 2009POWERTRAIN EXPO

Page 900: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19544

Splash Oil Cover The “splash oil cover” is located on pulley set 2 to counteract the pressure build up in the pressure cylinder. At higher engine speeds, on the pressure cylinder oil causes higher pressure ( . The dynamic pressure increases the contact pressure and has an adverse effect on the transmission operation. The oil inside the splash cover produces the same dynamic pressure. This counteracts the dynamic pressure in the cylinder . The hydraulic control unit continuously supplies oil to the splash chamber through an injection hole. The transmission ratio changes cause the chamber oil to exhaust through the same inlet.

the centrifugal force dynamic pressure)

(balance effect)

ATRA 2009POWERTRAIN EXPO

Page 901: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19545

ChainAudi is the first manufacturer to use a chain driven CVT. It has a unique V shape design allows a better contact with the driving surface of the pulley sets. With two different lengths of links the chain operates quieter and with less vibration.

Variator Pulley Taper

ATRA 2009POWERTRAIN EXPO

Page 902: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19546

Suction Jet Pump (Entrainment Pump)The suction jet pump (entrainment pump) is mounted directly on the valve body driven by the input shaft. This is a crescent type pump that produces high pressure and volume with a small amount of oil. The suction entrainment pump is designed to supply the oil volume required for the clutch cooling at low pressure.

ATRA 2009POWERTRAIN EXPO

Page 903: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19547

Suction Jet Pump (Entrainment Pump)

Driven By Input Shaft

ATRA 2009POWERTRAIN EXPO

Page 904: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19548

The crescent seal consist of an inner and outer segment. The inner segment seals the pressure off at the pinion gear and holds the outer segment in a radial direction. The outer segment seals the pressure off at the ring gear. As pressure flows between the two segments, they are pressed tightly against the ring and pinion . Both axle plates have an integral seal that is pressed against the housing. The higher the pressure the firmer the seal contact becomes.

gear

Suction Jet Pump (Entrainment Pump)

ATRA 2009POWERTRAIN EXPO

Page 905: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

19549

The suction jet pump operates on a Venturi principle. When the clutch cooling oil is pressurized non-return valve prevents the pump from running dry.

required in the form of a powerful jet spray. The

Suction Jet Pump (Entrainment Pump)

ATRA 2009POWERTRAIN EXPO

Page 906: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

Hydraulic Control Unit (Valve Body)The hydraulic control unit (valve body) is connected directly to pulley set 1 or pulley set 2 by sealed (“screw inserts”) piston rings.

pressurized oil)

cover

Valve body functions:Forward/Reverse clutch controlClutch pressure control (regulated)Clutch coolingContact pressure control (Gearbox controlSplash oil

50ATRA 2009POWERTRAIN EXPO

Page 907: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

Hydraulic Control Unit (Valve Body)

Hydraulic control unit(gearbox control unit removed)

Sectional view of valve plate

DBV1: Pressure Limiting valve (limits the pump pressure to max. 82 bar “blow off”)DBV2: Pressure Limiting valve 2 (blow off valve location shown on page 54)MDV: Minimum Pressure valve (prevents air from being drawn into the oil pump

during start up/when pump pressure is high valve opens and allows oil to flow from the oil return pipe to the suction side of the oil pump)

VSTV: Pilot Pressure value (supplies pressure control valves constant pressure of 5 bar)

VSPV: Pressure control valve (system pressure (control and contact pressure)KKV: Clutch cooling valveKSV: Clutch control valve

51ATRA 2009POWERTRAIN EXPO

Page 908: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

Hydraulic Control Unit (Valve Body)

SIV: Seduction valve

HS: Manual valve

afety valve ÜV: R

Sectional view of pump plate

52ATRA 2009POWERTRAIN EXPO

Page 909: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

Hydraulic Chart

Legend next page

53ATRA 2009POWERTRAIN EXPO

Page 910: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

Hydraulic Chart (Legend)Vehicle in park position with engine “OFF”

DBV2: Pressure limiting valve 1DBV2 Pressure limiting valve 2DDV2 Differential pressure valve 1DDV2 Differential pressure valve 2F ATF filterHS Manual selector valve K ATF coolerKKV Clutch cooling valve KSV Clutch control valveMDV Minimum pressure valve MP1 Measuring contact pressure (G194) MP2 Measuring clutch pressure (G193)N88 Solenoid 1 (clutch cooling/safety shut-off)N215 Pressure control valve -1- (clutch) N216 Pressure control valve -2- (ratio)

RK: Reverse clutch: S1: ATF strainer 1: S2: ATF strainer 2: S3: ATF strainer 3

: SB: 4 Spray holes for pulley set: lubrication/cooling

: SF: ATF intake filter : SIV: Safety valve: SSP: Suction jet pump (entrainment : pump): ÜV: Reduction valve: VK: Forward clutch: VSBV: Volumetric flow rate limiting: valve: VSPV: Pressurising valve

P: Oil pump VSTV: Pilot pressure valuePRND: Selector lever position

54ATRA 2009POWERTRAIN EXPO

Page 911: Tech Only 2009 Atra Powertrain Expo

195

Selector Shaft & Parking Lock

Copyright © 2009 ATRA. All Rights Reserved

55ATRA 2009POWERTRAIN EXPO

Page 912: Tech Only 2009 Atra Powertrain Expo

Transmission fault warnings are display through the selector lever position indicator lights (PRND). There are three levels of faults depending upon severity.1. A fault code is stored and a “non-critical” program strategy enables the continue operating with some restrictions. There is no abnormal PRND display indication to the driver (figure 1) or any noticeable vehicle problems.

3. The PRND will begin flashing continuously. This state is “critical” and no longer safe to drive the vehicle. May cause severe damage to the transmission and needs to be checked immediately. The transmission may only continue to operate until the vehicle is stopped, in which case it may not operate at all. In some cases the transmission may resume operation after the key is cycled.

vehicle to

2. An inverted PRND display will appear on the dash but still a “non critical” operation. The driver should take the vehicle to a service garage as soon as possible to have the fault corrected.

195

Fault Indicator

Copyright © 2009 ATRA. All Rights Reserved

PRND Display Normal“Non Critical” No Noticeable

Drive Ability Issues

PRND Display InvertedStill “Non Critical” Should Be Corrected As Soon As Possilble

PRND Display “FLASHING”Critical Should Be Corrected

Immediately Will Stop Operating

56ATRA 2009POWERTRAIN EXPO

Page 913: Tech Only 2009 Atra Powertrain Expo

168891698716988169891708617087170901709417095170961709717100171011710517106171101711117114171341713718031181121811318132181371814118147181481814918150181511815218156

P0505P0603P0604P0605P0702P0703P0706P0710P0711P0712P0713P0716P0717P0721P0722P0726P0727P0730P0750P0753P1623P1704P1705P1724P1729P1733P1739P1740P1741P1742P1743P1744P1748

Idle speed controlControl module faultyControl module faultyControl module faultyControl module faultyBrake light switch circuit malfunctionTRS implausible signalTFT sensor circuit malfunctionTFT sensor implausible signalTFT signal too lowTFT signal too highG182 RPM sensor implausible signalG182 RPM sensor no signalG195 RPM sensor implausible signalG195 RPM sensor no signalRPM signal from ECM implausibleNo RPM signal from ECMWrong transmission ratioSolenoid N88 performance errorSolenoid N88 circuit errorNo CAN communicationKickdown switch circuit errorGear ratio adaptation limit reachedPN Position Switch shorted to groundPN Position Switch shorted to powerTiptronic switch shorted to groundTiptronic switch shorted to groundMonitoring clutch temperatureClutch pressure adaptation limit reachedClutch torque adaptation limit reachedClutch slip too highTiptronic switch shorted to groundControl module faulty

VAGOBDII

195

Trouble Codes

181581815918161181621816318164181651817218173181811818318169

Copyright © 2009 ATRA. All Rights Reserved

P1750P1751P1753P1754P1755P1756P1757P1764P1765P1773P1775P1761

Power supply too lowPower supply too highTiptronic switch implausible signalTiptronic switch open or shorted to powerTiptronic switch open or shorted to powerTiptronic switch open or shorted to powerPower supply open circuitMonitoring clutch temperatureG194 Sender 2 pressure adaptation limit reachedG193 Sender 1 pressure signal too highG193 Sender 1 pressure adaptation limit reachedShift Lock Solenoid N110 shorted to ground

57ATRA 2009POWERTRAIN EXPO

Page 914: Tech Only 2009 Atra Powertrain Expo

P1777P1786P1787P1788P1790P1791P1792P1793P1795P1796P1797P1798P1813P1818P1841P1850P1851P1854P1855P1857P1861P1862

G194 Sender 2 implausible signalSignal for back up light open circuitSignal for back up light shorted to groundSignal for back up light shorted to powerTRS open circuitTRS shorted to groundTRS shorted to powerG196 RPM sensor no signalSignal for road speed open circuitSignal for road speed shorted to groundSignal for road speed shorted to powerG196 RPM sensor implausible signalPressure control solenoid 1 N215 circuit malfunctionPressure control solenoid 2 N216 circuit malfunctionECM/TCM MismatchNo CAN Bus from ECMNo CAN Bus from BCMTCM Data Bus Drive FaultyTCM CAN Bus open circuitLoad signal error message from ECMTPS signal error message from ECMMissing message from Instrument Cluster

VAGOBDII

195

Trouble Codes

Copyright © 2009 ATRA. All Rights Reserved

181981819918200182011820318204182051820618221182261824918258182591826218263182651826918270

18185181941819518196

58ATRA 2009POWERTRAIN EXPO

Page 915: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

Slip Or Shudder On Take OffThere is a TSB from Audi to correct this problem by updating the 6 friction forward clutch stack up to 7 trapezoid design friction plates. The 7 friction update is for 4 cylinder diesel or larger engines, (can be used on all models) the previous 6 friction assembly still applies to 4 cylinder 2.0 or smaller gas engines with trapezoid plates. The procedure and tooling for checking the end play clearance of the clutch stack up has been updated also. In the early bulletin the procedure required; 1 assembly tool (T10219), to set the forward clutch assembly onto, 2 gauge bars (T40102) to be slid back and forth between the forward clutch pressure plate and the clutch stack up, 1 tool (VW 426b) to apply pressure downward onto the pressure plate while checking end play (figure 1). This procedure requires more than two hands to perform.

Apply Pressure

Piston

Figure 1

59ATRA 2009POWERTRAIN EXPO

Page 916: Tech Only 2009 Atra Powertrain Expo

Forward Clutch Assembly & Tool Update:The same assembly tool to hold the forward clutch assembly steady, which can be substituted with any cylinder shape object. The 2 gauge bars are replaced by 4 (T40101) Calipers measuring 10mm X 10mm X 30mm (figure 2). The tool

2 Steels rulers or precision flat edge tools and 1 depth micrometer or caliper for measuring end play.

(T10219) is used

(VW 426b) for applying pressure onto the piston is no longer needed. The addition of

Copyright © 2009 ATRA. All Rights Reserved

195

Slip Or Shudder On Take Off

Earlier Measuring Tools (T40102)

T40101

(10mm X 10mm X 30mm)

Figure 2

60ATRA 2009POWERTRAIN EXPO

Page 917: Tech Only 2009 Atra Powertrain Expo

195195

The 4 caliper gauging blocks are the only essential tools needed. The measurement needed in this procedure is from the top of the clutch stack up to the return spring retainer (figure 3). All the forward fiber clutch plate teeth must be aligned evenly (figure 4), with the forward clutch wave plate located above the selective lower apply plate during the measuring procedure only (figure 5). With the friction and steels loaded into the drum, tool part number T10219/1 is placed under the drum during end play measurements (figure 6).

Slip Or Shudder On Take Off

Figure 4

Figure 3

Figure 5

Selective Plate

(Upper)

Selective Plate

(Lower)

Waved Plate

Frictions Steels

Figure 6

T10219/1

Wave Plate Placed Above

Lower Selective Plate

During End Play Measurements

Only

Wave Plate Placed Above

Lower Selective Plate

During End Play Measurements

Only

61ATRA 2009POWERTRAIN EXPO

Copyright © 2009 ATRA. All Rights Reserved

Page 918: Tech Only 2009 Atra Powertrain Expo

195

Copyright © 2009 ATRA. All Rights Reserved

195

Slip Or Shudder On Take OffAlign all 4 Calipers evenly, onto the Selective upper apply plate seen in figure 7. Place two of the Rulers one each onto two of the four Calipers (figure 8). With the Digital depth gauge placed flat onto the two rulers, measure to the top or the Selective Upper Apply plate, measurements should be taken in four locations (figure 9). Calculate the average of all four measurements, (total all 4 values and divide by 4) and this will be called measurement “A”.

Next with the two rulers still in place measure to the top of the Thrust plate contact surface shown in figure 8. Measurements should be taken on both sides of the shaft. Move the two rulers 90 degrees and repeat measurements. Calculate the average of all four measurements, and this will be called measurement”B” (see figure 10). Subtract measurement “A” from “B” this will be calculation “K”.

Figure 7

Figure 8

Figure 9

A B

Figure 10

62ATRA 2009POWERTRAIN EXPO

Page 919: Tech Only 2009 Atra Powertrain Expo

This same procedure must be performed with the forward clutch pressure plate usingonly two calipers with one ruler taking measurements in 3 places (figures 11-13).Subtract measurement “A” from “B” this will be calculation “D”. Total Air Gap (end play)measurement will be the difference between Calculated measurement “K” & “D”. Usingthe chart below, determine the proper Selective disc to achieve the correct Air Gapmeasurement.

Air Gap specified value:1.4 + 0.2 mm 6 Disc 1.8 + 0.2 mm 7 DiscAvailable Upper & Lower adjustment discs (thickness in mm)1.90 2.15 2.65 2.90 3.15

The last step reassemble the forward clutch assembly with the waved disc above theselective upper apply disc seen in figure 5. This end play measuring procedure onlyrequired two hands.

195

Copyright © 2009 ATRA. All Rights Reserved

195

Figure 11

A

Figure 12

B

Figure 13

63ATRA 2009POWERTRAIN EXPO

Slip Or Shudder On Take Off

Page 920: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

BulletinNo movement/Scrapping noise

Complaint:No movement forward or reverse, with scraping noise in gearbox.

Cause: Torque sensor ramp 2 to pulley set 1 spline stripped.

Correction:Repair as needed

64ATRA 2009POWERTRAIN EXPO

Page 921: Tech Only 2009 Atra Powertrain Expo

Technical Service Bulletin

Page 1 of 2 © 2007 Audi of America, Inc. All rights reserved. Information contained in this document is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Audi of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, nor may these materials be modified or reposted to other sites, without the prior expressed written permission of the publisher.

MIL on, and/or Multitronic Transmission in Emergency Running Mode (DTC P0706 or P1793 in TCM)

37 07 10 May 31, 2007 2012154/8. Supersedes Technical Service Bulletin Group 37 number 07-09 dated May 30, 2007 to add a transmission code to the header data within ElsaWeb.

Model(s) Year VIN Range Vehicle-Specific Equipment

A4 2002 – 2007 All

A4 Cabriolet 2003 – 2007 All

A6 2002 – 2004, 2006 – 2007 All

Automatic CVT (01J)

Condition MIL on and/or vehicle in emergency running mode with gear indicator illumination inverted. DTC 17090-P0706 (Transm. Range Sensor Circ. Range/Performance) or DTC 18201-P1793 (Output Speed Sensor 2 Circ. No Signal).

Technical Background Not applicable.

Production Solution Not applicable.

Service It is not necessary to receive an authorization number from the Technical Assistance Center for the repair described in this bulletin.

Attach VAS scan tool printouts to the repair order. Warranty requested documents received without VAS scan tool printouts will be denied payment. If either DTC 17090-P0706 or 18201-P1793 is stored in the fault memory, replace Transmission Control Module. Refer to Group 38, Transmission Control Module (TCM) J217 Removing and Installing.

Warranty

Page 922: Tech Only 2009 Atra Powertrain Expo

Technical Service Bulletin

Page 2 of 2 © 2007 Audi of America, Inc. All rights reserved. Information contained in this document is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Audi of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, nor may these materials be modified or reposted to other sites, without the prior expressed written permission of the publisher.

When procedure applies to vehicles within the New Vehicle Limited Warranty, use the following:

Claim Type: W2

Part Identifier: 3730

Damage Code: 3730 40 002 2

Labor Operations: 3730 19 XX Replace Transmission Control Module use labor operation specific to model and engine

XXX TU

Diagnostic Time: Diagnostic time reimbursement follows guidelines printed in Section 2.2 of the Audi Warranty Policies and Procedures Manual

Claim Comment: As per TSB #2012154/8

All warranty claims submitted for payment must be in accordance with the Audi Warranty Policies and Procedures Manual. Claims are subject to review or audit by Audi Warranty.

Required Parts and Tools Part Number Part Description Quantity

Refer to ETKA Transmission Control Module 1

G 052 180 A2 ATF 5 liter

All part and service references provided in this TSB are subject to change and/or removal. Always check with your Parts Department and service manuals for the latest information.

Page 923: Tech Only 2009 Atra Powertrain Expo

Technical Service Bulletin

Page 1 of 4 © 2006 Audi of America, Inc. All rights reserved. Information contained in this document is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Audi of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, nor may these materials be modified or reposted to other sites, without the prior expressed written permission of the publisher.

No drive or delayed drive in "D" or "R" (DTC P1743/18151 may be stored in TCM) 38 07 01 Jan 9, 2007, 2013280/1

Model(s) Year VIN Range Vehicle-Specific Equipment

A6 2006-2007 All

A4 2005 All

A4 Cabriolet 2005-2006 All

With Automatic CVT (01J)

Condition No drive, or delayed drive when either D or R is selected. DTC P1743/18151 may be logged in TCM fault memory.

The vehicle does not start moving without accelerating. When accelerating, an increased engine speed is necessary to move the vehicle. In some cases there is no drive.

Technical Background Some damaged seals installed in production.

The damaged seals may leak after a short operating period (less than 13,000 miles), causing a loss of transmission oil pressure.

This condition will not result in unintentional vehicle movement.

Affected vehicles: Vehicles with Multitronic transmissions produced between May 2005 and May 2006.

Production Solution Improved production.

Service It is not necessary to receive an authorization number from the Technical Assistance Center for the repair described in this bulletin.

Attach VAS scan tool printouts to the repair order. Warranty requested documents received without VAS scan tool printouts will be denied payment.

If fault P1743/18151 (clutch slip monitoring signal too large) is stored in the transmission fault memory, read MVB 44/1 and 45/1. If MVB 44/1 is 1000 mA and MVB 45/1 is above 12 bar, there is a problem with the axial seals. If MVB 45/1 is below 12 bar, this indicates a hydraulic problem. (See below for further analysis.)

Page 924: Tech Only 2009 Atra Powertrain Expo

Technical Service Bulletin

Page 2 of 4 © 2006 Audi of America, Inc. All rights reserved. Information contained in this document is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Audi of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, nor may these materials be modified or reposted to other sites, without the prior expressed written permission of the publisher.

If no fault is logged, proceed as follows: With ATF temperature over 90°C (MVB 10 position 3), perform an adaptation drive. (See Guided Fault Finding for adaptation drive procedure.) Assess the MVB as follows: A. If the complaint occurs in D and MVB10/1 is above 380 mA, replace only the 4 axial seals (01J301547F, as shown in Figure 1, A) at the valve body.

Figure 1.

Page 925: Tech Only 2009 Atra Powertrain Expo

Technical Service Bulletin

Page 3 of 4 © 2006 Audi of America, Inc. All rights reserved. Information contained in this document is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Audi of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, nor may these materials be modified or reposted to other sites, without the prior expressed written permission of the publisher.

B. If the complaint occurs in R, replace all 4 axial seals (01J301547F, as shown in Figure 1, A) at the valve body and the axial seal in the input shaft area (01J301547F, as shown in Figure 2.)

Figure 2.

Refer to Repair Manual Group 37 and Group 38 for repair procedures.

If the conditions/measured values listed above do not apply, contact the Technical Assistance Center.

Page 926: Tech Only 2009 Atra Powertrain Expo

Technical Service Bulletin

Page 4 of 4 © 2006 Audi of America, Inc. All rights reserved. Information contained in this document is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Audi of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, nor may these materials be modified or reposted to other sites, without the prior expressed written permission of the publisher.

Warranty When procedure applies to vehicles within the New Vehicle Limited Warranty, use the following:

Claim Type: W2

Part Identifier (Repair A): 3877

Part Identifier (Repair B): 3810

Damage Code (Repair A): 3877 50 000 2

Damage Code (Repair B): 3810 50 000 2

3877 1923 Remove and install valve body All models

420 TU Labor Operations (Repair A):

3702 5552 Replace ATF All models

90 TU

37 35 19 XX Remove and install automatic transmission Use repair operations for specific vehicle

38 10 19 50 Remove and install input shaft All models

90 TU

38 77 19 99 Remove and install valve body All Models

90 TU

Labor Operations (Repair B):

3702 5552 Replace ATF All Models

90 TU

Diagnostic Time: Diagnostic time reimbursement follows guidelines printed in Section 2.2 of the Audi Warranty Policies and Procedures Manual

Claim Comment: As per TSB #2013280/1

All warranty claims submitted for payment must be in accordance with the Audi Warranty Policies and Procedures Manual. Claims are subject to review or audit by Audi Warranty.

Required Parts and Tools Part Number Part Description Quantity

01J 301 547 F Seals at valve body 4

01J 301 547 A Seal at Input shaft 1

All parts and service references provided in this TSB are subject to change and/or removal. Always check with your Parts Dept. and service manuals for the latest information.

Page 927: Tech Only 2009 Atra Powertrain Expo

Copyright © 2009 ATRA. All Rights Reserved

195

Pulley Compression Tool

71ATRA 2009POWERTRAIN EXPO

Page 928: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

1

ATRA EXPO 2009ATRA EXPO 2009MIKE BROWNMIKE BROWN

presentspresentsStreet SmartStreet Smart

ToyotaToyota’’s s A750E/H 5A750E/H 5--speedspeedA761E/H 6A761E/H 6--speed speed

Page 929: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

2

ATRA EXPO 2009ATRA EXPO 2009TOYOTATOYOTA’’S A750E/FS A750E/F

Page 930: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

3

ATRA EXPO 2009ATRA EXPO 2009

Page 931: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

4

ATRA EXPO 2009ATRA EXPO 2009

Page 932: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

5

ATRA EXPO 2009ATRA EXPO 2009The A750 has seven solenoids.The A750 has seven solenoids.The solenoid designation indicates whether it is an ON/OFF or liThe solenoid designation indicates whether it is an ON/OFF or linear design: near design: ““SS”” indicates an ON/OFF solenoidindicates an ON/OFF solenoid ““SLSL”” indicates a linearindicates a linear--type solenoidtype solenoid

Page 933: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

6

ATRA EXPO 2009ATRA EXPO 2009ON/OFF solenoids are identified by an ON/OFF solenoids are identified by an ““SS”” designation.designation.They are typically connected to the ECM by a single wire (the soThey are typically connected to the ECM by a single wire (the solenoid lenoid

body provides the circuit ground). ON/OFF solenoids either receibody provides the circuit ground). ON/OFF solenoids either receive ve voltage or no voltage, providing only two possible voltage or no voltage, providing only two possible ““duty cyclesduty cycles””-- 0% 0% or 100%or 100%

While the solenoid has only two possible operating conditions While the solenoid has only two possible operating conditions –– ON or ON or OFFOFF--

There are two variations in solenoid design:There are two variations in solenoid design: 2 2 ––way solenoid either allow or blocks a fluid flowway solenoid either allow or blocks a fluid flow 33--way solenoid can switch fluid flow from one path to another. way solenoid can switch fluid flow from one path to another.

A typical application for an ON/OFF solenoid is to control a shiA typical application for an ON/OFF solenoid is to control a shift valve.ft valve.These are called shift solenoids, the most common type of solenoThese are called shift solenoids, the most common type of solenoid in id in

an ECTan ECT

Page 934: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

7

ATRA EXPO 2009ATRA EXPO 2009

Linear Solenoids are identified by an Linear Solenoids are identified by an ““SLSL”” designation.designation.They are connected to the ECM by two wires, because their groundThey are connected to the ECM by two wires, because their ground is controlled is controlled

through the ECM.through the ECM.

Page 935: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

8

ATRA EXPO 2009ATRA EXPO 2009

The linear solenoid voltage is rapidly switched ON/OFF by the ECM.This creates a varying range of duty cycles between 0% and 100% based on the ratioOf ON time to OFF time. Know as “pulse-width modulation”. This allows the solenoid to move to varying points between fully open and fully closed

A typical application for a linear solenoid is the line pressure control solenoid (usually designated SLT)

Page 936: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

9

ATRA EXPO 2009ATRA EXPO 2009Seven solenoids used in the A750 perform Seven solenoids used in the A750 perform

the following functions:the following functions: ShiftingShifting Clutch application pressureClutch application pressure System line pressureSystem line pressure Converter lockConverter lock--upup Clutch to clutch pressure controlClutch to clutch pressure control

Page 937: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

10

ATRA EXPO 2009ATRA EXPO 2009A750 has three ON/OFF solenoidsA750 has three ON/OFF solenoids

S1 and SR are 3S1 and SR are 3--way solenoids that way solenoids that switch pressure from one passage to switch pressure from one passage to another.another.

S1 switches the 2S1 switches the 2--3 shift valve.3 shift valve. SR switches the clutch apply valve.SR switches the clutch apply valve. S2 is a 2S2 is a 2--way solenoid that opens and way solenoid that opens and

closes a passage to switch the 1closes a passage to switch the 1--2 and 2 and 33--4 shift valves4 shift valves

Page 938: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

11

ATRA EXPO 2009ATRA EXPO 2009A750 has four linear solenoids A750 has four linear solenoids SL1, SL2, SLU and SLT that control:SL1, SL2, SLU and SLT that control: Line pressure (SLT)Line pressure (SLT) Holding apply pressure (SL1 and SL2)Holding apply pressure (SL1 and SL2) Accumulator backAccumulator back--pressure (SL1,SLU,and SLT)pressure (SL1,SLU,and SLT) LockLock--up clutch pressure (SLU)up clutch pressure (SLU)

Page 939: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

12

ATRA EXPO 2009ATRA EXPO 2009A750 temperature sensorsA750 temperature sensorsFor smooth shifts, this transmission uses two For smooth shifts, this transmission uses two

temperature sensors, each with a different temperature sensors, each with a different function.function.

ATF Temperature sensor No.1 is used by the ATF Temperature sensor No.1 is used by the ECM to modify pressure control of the clutches ECM to modify pressure control of the clutches and brakes. If this sensor fails, fifth gear upand brakes. If this sensor fails, fifth gear up--shifts and flex lockshifts and flex lock--up are prohibited.up are prohibited.

ATF Temperature sensor No.2 is used for shift ATF Temperature sensor No.2 is used for shift timing control when the ATF temperature is high. timing control when the ATF temperature is high.

Page 940: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

13

ATRA EXPO 2009ATRA EXPO 2009

ATF Temperature sensor No.1 Orange wiresATF Temperature sensor No.1 Orange wiresATF Temperature sensor No.2 Blue wiresATF Temperature sensor No.2 Blue wires

Sensor #1Sensor #2

Page 941: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

14

ATRA EXPO 2009ATRA EXPO 2009 The ATF (Automatic Transmission Fluid) temperature sensorThe ATF (Automatic Transmission Fluid) temperature sensor converts the fluid temperature into a resistance value which isconverts the fluid temperature into a resistance value which is input into the ECM.input into the ECM. The ECM applies a voltage to the temperature sensor The ECM applies a voltage to the temperature sensor The sensor resistance changes with the transmission fluid The sensor resistance changes with the transmission fluid

temperature.temperature. As the temperature becomes higher, the sensor resistanceAs the temperature becomes higher, the sensor resistance decreases.decreases. One terminal of the sensor is grounded so that the sensor resistOne terminal of the sensor is grounded so that the sensor resistanceance decreases and the voltage goes down as the temperaturedecreases and the voltage goes down as the temperature becomes higher.becomes higher. The ECM calculates the fluid temperature based on the voltageThe ECM calculates the fluid temperature based on the voltage signal.signal.

Page 942: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

15

ATRA EXPO 2009ATRA EXPO 2009

Page 943: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

16

ATRA EXPO 2009ATRA EXPO 2009

Page 944: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

17

ATRA EXPO 2009ATRA EXPO 2009

Page 945: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

18

ATRA EXPO 2009ATRA EXPO 2009

Page 946: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

19

ATRA EXPO 2009ATRA EXPO 2009

In addition to the conventional lock-up timing control, a flex lock-up control is used.In the low-to mid-speed range, this flex lock-up control regulates the SLU solenoidto provide an intermediate mode between the ON/OFF operation of the lock-upclutch in order to improve the efficiency.

Page 947: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

20

ATRA EXPO 2009ATRA EXPO 2009

Page 948: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

21

ATRA EXPO 2009ATRA EXPO 2009Flex LockFlex Lock--upup

The torque converter lock-up clutch may be an ON/OFF functionwhere the clutch is either applied (ON) or not applied (OFF). Generally,vehicle fuel economy increases when the torque converter lock-up clutch is applied, because it eliminates torque converter slippage. Early systems allowed lock-up in direct drive and overdrive only, at highway cruising speeds. Newer systems may allow lock-up as low as 2nd gear if conditions permit.

In addition to an ON/OFF lock-up system current models feature flex lock-up of the torque converter clutch.The A750 linear solenoid (SLU) provides an intermediate lock-up stage (between OFF and ON). This improves fuel economy by reducing torque converter slippage in lower gears than straight ON/OFF lock-up systems.

Page 949: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

22

ATRA EXPO 2009ATRA EXPO 2009

SST # 09992-00095

Page 950: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

23

ATRA EXPO 2009ATRA EXPO 2009

*Record setting before removingAccumulator Control Valve

Page 951: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

24

ATRA EXPO 2009ATRA EXPO 2009

*Record setting before removing

Primary RegulatorValve Setting

Page 952: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

25

ATRA EXPO 2009ATRA EXPO 2009

UPPER VALVE BODY

All Check balls Are Rubber .217” (5.5mm)

Page 953: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

26

ATRA EXPO 2009ATRA EXPO 2009

All Check balls Are Rubber .217” (5.5mm)

UPPER VALVE BODY-COVER

Page 954: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

27

ATRA EXPO 2009ATRA EXPO 2009SLT damper

Primary Regulator Valve

Clutch Control Valve

Clutch Apply Control Valve

Accumulator Control Valve

Sequence Valve

Page 955: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

28

ATRA EXPO 2009ATRA EXPO 2009Secondary Regulator Valve

Lock – up Relay Valve

Lock – up Control Valve

C3 Check Valve

3 -4 Shift Valve

Brake Control Valve

2-3 Shift Valve

1-2 Shift Valve

B1 Apply Control Valve

Page 956: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

29

ATRA EXPO 2009ATRA EXPO 2009

Solenoid Modulator Valve

Clutch Lock Valve

Page 957: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

30

ATRA EXPO 2009ATRA EXPO 2009

B1 Accumulator

Page 958: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

31

ATRA EXPO 2009ATRA EXPO 2009

Coast Brake Relay Valve

Page 959: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

32

ATRA EXPO 2009ATRA EXPO 2009SR

SLU

SL2

S2

S1

SL1

SLT

SOLENOID LOCATION

Page 960: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

33

ATRA EXPO 2009ATRA EXPO 2009Parts InformationProvided below is a chart listing the Repair Manual name of each solenoid used in the A750 transmission, as well as the part name and description provided in the electronic parts catalog.REPAIR MANUAL, SOLENOID NAME , PARTS CATALOG PART DESCRIPTIONS1 shift solenoid A 3 Way Transmission SolenoidS2 shift solenoid B Transmission Solenoid #3SR shift solenoid E 3 Way Transmission Solenoid #2SL1 pressure control solenoid A Clutch Control Solenoid #1SL2 pressure control solenoid B Clutch Control Solenoid #2SLT pressure control solenoid D Line Pressure Control SolenoidSLU TCC pressure control solenoid Lock Up Control Solenoid

Page 961: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

34

ATRA EXPO 2009ATRA EXPO 2009

Page 962: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

35

ATRA EXPO 2009ATRA EXPO 2009Install open end upFILTER SCREEN CHECK VALVE

Page 963: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

36

ATRA EXPO 2009ATRA EXPO 2009LINE PRESSURE LIMIT BALL

Page 964: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

37

ATRA EXPO 2009ATRA EXPO 2009

The A761E transmission is Toyota's first six The A761E transmission is Toyota's first six speed automatic.speed automatic.

It is said to be lightest sixIt is said to be lightest six--speed automatic speed automatic transmission in the world, weighing in at 187 transmission in the world, weighing in at 187 pounds wet.pounds wet.

This transmission is used in the 2004 and later This transmission is used in the 2004 and later Lexus LS430. Lexus LS430.

Page 965: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

38

ATRA EXPO 2009ATRA EXPO 2009

Automatic Transmission Fluid FillAutomatic Transmission Fluid Fill 1.BEFORE TRANSMISSION FILL1.BEFORE TRANSMISSION FILL This transmission requires genuine Toyota ATF WSThis transmission requires genuine Toyota ATF WS In order to refill the transmission with the correct amount of fIn order to refill the transmission with the correct amount of fluidluid The vehicle must remain level while adjusting fluid level.The vehicle must remain level while adjusting fluid level. 2.TRANSMISSION PAN FILL2.TRANSMISSION PAN FILL Remove the two bolts and case cover from the side of transmissioRemove the two bolts and case cover from the side of transmission (fig 1)n (fig 1) Remove the refill plug and the overflow plug (fig 2 and 3)Remove the refill plug and the overflow plug (fig 2 and 3) Fill the transmission through the refill hole until fluid beginsFill the transmission through the refill hole until fluid begins to trickle out the to trickle out the

overflow tube.overflow tube. Reinstall the overflow plug.Reinstall the overflow plug.

Fig 1Fig 2 Fig 3

Page 966: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

39

TransmissionTransmission--case connector pin I.Dcase connector pin I.D

1 8

159

ATRA EXPO 2009

Page 967: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

40

79k79k--156k156kPin 1 ORNPin 1 ORNPin 9 ORNPin 9 ORNTFTTFT

5.05.0--5.65.6Pin 5 GRYPin 5 GRYPin 13 GRNPin 13 GRNSLTSLT

5.05.0--5.65.6Pin 4 BRNPin 4 BRNPin 12 LT GRNPin 12 LT GRNSLUSLU

5.05.0--5.65.6Pin 2 PPLPin 2 PPLPin 10 YELPin 10 YELSL2SL2

5.05.0--5.65.6Pin 3 BLUPin 3 BLUPin 11 REDPin 11 REDSL1SL1

1111--1515GroundGroundPin 6 LT GRNPin 6 LT GRNSRSR

1111--1515GroundGroundPin 14 PPLPin 14 PPLS4S4

1111--1515GroundGroundPin 7 LT BLUPin 7 LT BLUS3S3

1111--1515GroundGroundPin 15 BLKPin 15 BLKS2S2

1111--1515GroundGroundPin 8 WHTPin 8 WHTS1S1

ResistanceResistanceNegativeNegativePositivePositiveSolenoidSolenoidValue in ohmsValue in ohmsCase connectorCase connectortransmission transmission DescriptionDescription

Solenoid resistance chart

ATRA EXPO 2009

Page 968: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

41Solenoid I.DSolenoid I.D

SL2 SLU

S3S2S4S1SRSL1SLT

ATRA EXPO 2009

Page 969: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

42

Parts InformationParts Information Provided below is a chart listing the Repair Manual name of eachProvided below is a chart listing the Repair Manual name of each solenoid used in solenoid used in

the A761 transmission, as well as the part name and description the A761 transmission, as well as the part name and description provided in the provided in the electronic parts catalog.electronic parts catalog.

REPAIR MANUAL, SOLENOID NAME , PARTS CATALOG PART DESCRIPTIONREPAIR MANUAL, SOLENOID NAME , PARTS CATALOG PART DESCRIPTION S1 shift solenoid A 3 WaS1 shift solenoid A 3 Way Transmission Solenoidy Transmission Solenoid S2 shift solenoid B 3 WaS2 shift solenoid B 3 Way Transmission Solenoid y Transmission Solenoid S3 shift solenoid C 3 WaS3 shift solenoid C 3 Way Transmission Solenoidy Transmission Solenoid S4 shift solenoid D 3 WaS4 shift solenoid D 3 Way Transmission Solenoidy Transmission Solenoid SR shift solenoid E 3 WaSR shift solenoid E 3 Way Transmission Solenoid y Transmission Solenoid SL1 pressure control solenoid A Clutch ControSL1 pressure control solenoid A Clutch Control Solenoid l Solenoid SL2 pressure control solenoid B Brake pressurSL2 pressure control solenoid B Brake pressure Control Solenoide Control Solenoid SLT pressure control solenoid D Line PressureSLT pressure control solenoid D Line Pressure Control SolenoidControl Solenoid SLU TCC pressure control solenoid Lock Up Clutch CSLU TCC pressure control solenoid Lock Up Clutch Control Solenoidontrol Solenoid

ATRA EXPO 2009ATRA EXPO 2009

Page 970: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

43

ATRA EXPO 2009ATRA EXPO 2009

Page 971: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

44

ATRA EXPO 2009ATRA EXPO 2009

Page 972: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

45

Check balls in upper valve bodyCheck balls in upper valve bodyATRA EXPO 2009

Page 973: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

46

Check balls in main valve bodyCheck balls in main valve body

ATRA EXPO 2009

Page 974: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

47

Lower no.2 valve bodyLower no.2 valve body

ATRA EXPO 2009

B1 Apply Relay Valve

Solenoid Relay Valve

Accumulator Control Valve

Brake Control Valve

Solenoid Modulator Valve

Page 975: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

48

Upper no.2 valve bodyUpper no.2 valve body

ATRA EXPO 2009

C3 Apply Relay Valve

End plugs

Page 976: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

49

Lower valve body no.1Lower valve body no.1

ATRA EXPO 2009

SLT Damper

Primary Regulator Valve

4-5 Shift Valve

Check Valve & Spring

End Plug

Page 977: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

50

Lower valve body no.1Lower valve body no.1

ATRA EXPO 2009

Page 978: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

51

Upper valve body no.1Upper valve body no.1

ATRA EXPO 2009B2 Accumulator

Reverse Sequence Valve

Clutch Control Valve

Clutch Apply Relay Valve

Page 979: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

52

Upper valve body no.1Upper valve body no.1

ATRA EXPO 2009

Secondary Regulator Valve

Lock-up Relay Valve

Lock-up Control Valve

C3 Check Valve

1-2 Shift Valve

B4 Outer Check Valve

2-3 Shift Valve

3-4 Shift Valve

B2 Accumulator

Page 980: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

53

Upper valve body no.1Upper valve body no.1

ATRA EXPO 2009

B1 Accumulator

Page 981: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

54

Accumulator piston I.D and positionAccumulator piston I.D and position

C-2B-3C-3C-1Check ball And spring

Page 982: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

55

CC--1 ACCUMULATOR SPRINGS1 ACCUMULATOR SPRINGS

NaturalNatural17.10 mm17.10 mm46.36 mm46.36 mmColorColorOuter diameterOuter diameterFree lengthFree length

Outer springOuter springNaturalNatural11.30 mm11.30 mm44.98 mm44.98 mmColorColorOuter diameterOuter diameterFree lengthFree length

Inner springInner spring

ATRA EXPO 2009

Page 983: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

56

CC--3 Accumulator springs3 Accumulator springs

PinkPink14.05 mm14.05 mm22.06 mm22.06 mmColorColorOuter diameterOuter diameterFree lengthFree length

toptopAcc. springAcc. springNaturalNatural20.10 mm20.10 mm76.65 mm76.65 mmColorColorOuter diameterOuter diameterFree lengthFree length

bottombottomOuter springOuter springYellowYellow14.0 mm14.0 mm44.O mm44.O mmColorColorOuter diameterOuter diameterFree lengthFree length

bottombottomInner springInner spring

ATRA EXPO 2009

Page 984: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

57

BB--3 Accumulator springs3 Accumulator springs

WhiteWhite16.15 mm16.15 mm29.75 mm29.75 mmColorColorOuter diameterOuter diameterFree lengthFree length

TopTopAcc. SpringAcc. SpringOrange/RedOrange/Red19.5 mm19.5 mm64.5 mm64.5 mmColorColorOuter diameterOuter diameterFree lengthFree length

bottombottomAcc. SpringAcc. Spring

ATRA EXPO 2009

Page 985: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

58

CC--2 Accumulator springs2 Accumulator springs

GreenGreen14.04 mm14.04 mm17.57 mm17.57 mmColorColorOuter diameterOuter diameterFree lengthFree length

TopTopAcc. SpringAcc. SpringGray/WhiteGray/White16.0 mm16.0 mm63.14 mm63.14 mmColorColorOuter diameterOuter diameterFree lengthFree length

BottomBottomAcc. SpringAcc. Spring

ATRA EXPO 2009

Page 986: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

59

1st & reverse Clutch clearance: 0.4 to 0.7mm (.016 to .028 in.)

1.4 mm (.055 in)1.4 mm (.055 in)1414.6 mm (.023 in).6 mm (.023 in)661.2 mm (.047 in)1.2 mm (.047 in)1212.4 mm (.015 in ).4 mm (.015 in )441.0 mm (.039 in)1.0 mm (.039 in)1010.2 mm (.007in).2 mm (.007in)2 2 0.8 mm(.031 in)0.8 mm(.031 in)880mm(0 in)0mm(0 in)00ThicknessThicknessNo.No.ThicknessThicknessNo.No.

There are 8 different flanges to select from

ATRA EXPO 2009

Page 987: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

60

Brake no.2 pack clearance.6 to .9 mm (.024 to .035 in)

There are 8 different flanges that can be usedTo adjust the pack clearance

2.7 mm (.106 in)2.7 mm (.106 in)772.3 mm (.091 in)2.3 mm (.091 in)332.6 mm (.102 in)2.6 mm (.102 in)662.2 mm (.087 in)2.2 mm (.087 in)222.5 mm (.098 in)2.5 mm (.098 in)552.1mm (.083 in)2.1mm (.083 in)112.4 mm (.094 in)2.4 mm (.094 in)442.0 mm (.079 in)2.0 mm (.079 in)00ThicknessThicknessNo.No.ThicknessThicknessNo.No.

ATRA EXPO 2009

Page 988: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

61

INSTALL BRAKE NO.1 CLUTCH PACK

Brake no.1 clutch clearance .42 to .72 mm (.017 to .028 in.)Their are 4 different thickness of flanges

2.6 mm (.102 in)2.6 mm (.102 in)332.2 mm (,087 in)2.2 mm (,087 in)11

2.4 mm (.094 in)2.4 mm (.094 in)222.0 mm (.079 in)2.0 mm (.079 in)00

ThicknessThicknessNo.No.ThicknessThicknessNo.No.

ATRA EXPO 2009

Page 989: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

62

VALVE BODY BOLT LENGTHVALVE BODY BOLT LENGTHposition & torqueposition & torque

A: 20mm Qty 1A: 20mm Qty 1 B: 25mm Qty 10B: 25mm Qty 10 C: 32mm Qty 4C: 32mm Qty 4 D: 36mm Qty 13D: 36mm Qty 13 E: 40mm Qty 7E: 40mm Qty 7 F: 45mm Qty 2F: 45mm Qty 2 G: 50mm Qty 5G: 50mm Qty 5 H: 60mm Qty 1H: 60mm Qty 1 J: 64mm Qty 7J: 64mm Qty 7 K: 76mm Qty 1K: 76mm Qty 1

Valve body to case bolts 11N.m 8ft-lbsUpper valve body to lower valve body bolts 6.4N.m 57in-lbsSolenoid bolts 6.4N.m 57in-lbs Solenoid bolts 10N.m 7ft-lbsOil filter bolts 10N.m 7ft-lbs

Page 990: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

63

BA

C

E E E

C

B

C

B

E E

JJE

C

BE

BB

G

H

J

K

J

J

J

J

G

G

B

ATRA EXPO 2009

Page 991: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

64

D

D

B

B

D D

D

F

D D

G

D D

D

D

G

F

B

D

D

ATRA EXPO 2009

Page 992: Tech Only 2009 Atra Powertrain Expo

ATRA EXPO 2008

65

Thank you for attendingThank you for attendingEnjoy the rest of your ATRA EXPO 2009

ATRA EXPO 2009ATRA EXPO 2009

Page 993: Tech Only 2009 Atra Powertrain Expo

1

The Diagnostic Process -- It's about what you know

There are many approaches to diagnosing any problem with a vehicle. Most (if not all)

manufacturers have a published diagnostic method -- or routine -- that they want you to

follow, which will systematically guide the technician to find the failure in as little time

as possible. I'm not referring to diagnostic trouble code routines. I'm referring to the

overall diagnostic process, which is in all reality generic and relies mostly on common

sense. But because of the diverse levels of knowledge and experience found within the

total population of technicians, manufacturers had to develop a process that all

technicians can follow that will hopefully lead to them to the root cause of the problem.

Take for example the Ford process, which instills the SSCC -- Symptom to System to

Component to Cause. The SSCC concept makes great sense when you think about it.

Take the symptom and determine which vehicle systems could cause that symptom.

Vehicle systems could include engine mechanical, engine electronics, computerized

engine controls, transmission, driveline, body electrical, etc. Once the systems are

identified, determine what components could cause the symptom and then test them. If a

problem is found, make sure it isn't the result of a greater issue, which would be the root-

cause.

Let's take for example a 2000 Ford Windstar with a 3.8L engine comes in with a surging

at cruise symptom without any stored diagnostic trouble codes. What systems could

cause a surge at cruise?

Transmission: Torque converter engaging/disengaging

Fuel System: Lean running cylinder(s)

Ignition System: Misfire

Emission System: Purge, EGR

Body Electronics: Charging system, A/C cycling

This is just a rough listing of systems that would relate to the surging symptom, but it

shows some important points.

1. Many vehicle systems can cause the same symptom

2. Technicians need to be verse in many technical areas

3. Wearing blinders during diagnostics can seriously limit your diagnostic skills. It's

important to look at the whole picture, and don't get short sighted.

4. A solid understanding of a system is essential to determine if it's operating

correctly, which is essential to proper diagnosis.

With the possible systems identified, it's time to narrow them down to determine which

one is most likely causing the problem. Visual inspections, TSBs, published service

manual diagnostics, scan tool interpretation are the likely tools used to determine the

system at fault. Individual component tests will then lead you to find the actual failed

part, but let's not forget about the root-cause. Sometimes, if you're lucky, the component

failure is the root cause, but it's not worth taking a chance.

Page 994: Tech Only 2009 Atra Powertrain Expo

2

In the case if the vehicle surge in the provided example, the transmission was eliminated

as a source by reviewing scan data. The TCC remained engaged, which was determined

by reviewing the scan data. The ISS and engine RPM did not differ, which provided

strong evidence that the TCC was staying locked. While diagnosing the engine control

system (fuel, ign, emission) with a scan tool, the tech noticed that the fuel trims increased

during the surge and the HO2S shifted lean. This all occurred at the same time the EGR

was commanded ON. Through inspection, the tech determined that the EGR system was

not flowing adequate exhaust gas, which the PCM was expecting to enter the cylinder.

With the absence of the metered recirculated exhaust gas, the cylinder took a larger

charge of fresh air, which drove the fuel mixture lean. This resulted in the lean misfire

under slight load at cruise. The greatest clue was the scan data.

This example shows how important it is for technicians to be proficient in all areas of the

vehicle to make sound diagnostics on vehicle systems. It all drives home the important

point #4 mentioned above: "A solid understanding of a system is essential to determine if

it's operating correctly, which is essential to proper diagnosis." It not practical for every

technician to know every piece of technology on a vehicle, but it should be expected that

every technician be able to learn about the systems and how they work on a vehicle, even

if it's while you're diagnosing it for the first time.

The Process of Learning: Logical and Efficient

The process of learning technology is much different than the diagnostic process. It starts

with the fundamentals and works up. It involves a hierarchy, which requires you to

complete one step, before attempting the next step. The following learning hierarchy is

modified from "Bloom's Taxonomy," which identifies the way people achieve different

intellectual levels. The following description uses transmission diagnostics as an

example, but it could apply to learning virtually any concept.

Knowledge: Focuses on learning the names of components and identifying parts. For

example, learning the parts of a planetary gearset: Sun, Internal, and Carrier. It's simple

memorization, but it's a necessary step, because it becomes impossible to discuss a

transmission or review a service manual without being able to identify the parts and

components.

Comprehension: Focuses on

learning how the parts fit together

and connect. Think of this as

assembling a transmission. Do you

really need to know what a clutch

does to successfully put it together?

Do you really need to know what

every valve does in the valve body to assemble it? Understanding how parts fit together

is essential to understanding how the parts actually work together.

Application: learning how the parts work in their different modes of operation. What

happens to the clutches when the transmission is in reverse? What does the pressure

Comprehensio

n Knowledge

Application

Analysis

Synthesis

Evaluation

Page 995: Tech Only 2009 Atra Powertrain Expo

3

regulator valve do in order to regulate line pressure? To answer these questions, the

technician needs to know the names of the parts and how they interact together. For that

reason, when learning new technology, it's important to take a little time to learn the

technology following this logical process, especially for complicated systems.

Analysis: This is the diagnostic step: the ability to analyze a system when things aren't

working as intended. Take for example a transmission that's slipping only in second

gear. What could cause this hydraulically? Mechanically? Electrically? If the tech

knows and understands how each of these sub-systems work, diagnostics just got a whole

bunch easier.

Evaluation and Synthesis: Levels that go beyond diagnostics to find solutions to

problems, like redesigning a hydraulic circuit to cure valve body wear, or reinforcing an

input drum to cure breakage issues. These steps go above the diagnostic level in attempt

to provide long term solutions to known problems.

It's not uncommon to hear stories of techs that throw parts a vehicle to solve a problem.

When you feel confident on how a system works, sometimes it's hard to understand why

a tech would try changing shift solenoid A on a 4L60E to cure a skipping 2nd gear

problem, when you know it couldn't operate in 3rd or 4th without shift solenoid A and the

1-2 shift valve working properly. But the difference is "what you know" vs. "what they

know."

These concepts don’t just apply to the understanding of a particular transmission, or

electronic control systems, or engine mechanical operations. They apply to the “whole

picture.” When diagnosing a difficult to solve problem, we’ve all said to ourselves “it’d

be nice to know what ____ (substitute with whatever it is you want to know) is doing.”

Be it pressure, sensor or solenoid operation, gearset movement, etc, we all have our

moments of curiosity. Unfortunately, sometimes this is not practical. There might not be

a pressure tap for that particular clutch, or maybe it’s before regulating orifices, so it

wouldn’t tell the whole picture. Or maybe the solenoid states on the scan tool are simply

“on” or “off,” which are commands, and not actual verification of anything other than the

command.

When diving into those difficult-to-diagnose vehicles, don’t shortcut the value of scan

data. Scan data doesn’t require you to get dirty, take any parts off, or experiment with

anything that could ultimately require a trans rebuild. Most techs are pretty comfortable

with their scan tool, but there is always room for improvement and learning. Many new

PIDs become available as new models are launched or software is improved. The

following slides are snapshots from Honda vehicles using either a Honda GNA600, HIM,

or HDS Tablet.

Page 996: Tech Only 2009 Atra Powertrain Expo

4

2009 Acura TL: Baseline information:

There is nothing wrong with this vehicle. Sometimes it benefits to know what “good”

looks like, so you can more easily determine the “bad.” There are a number of things that

could confuse a tech regarding Honda’s scan data.

Typical Scan Data

1. The Countershaft (output) and vehicle speed is the same thing. If the units are in

MPH, the PCM converts the RPM into MPH.

2. Mainshaft Speed (MPH) will be the same as Countershaft speed (MPH), except during

a shift. This could be beneficial to know. If they are going different speeds, the clutches

are slipping.

NOTE: The previous explanations are referring to PIDS listed in MPH, not RPM.

Mainshaft and countershaft RPM will be their true rotation speed as determined by the

PCM by the speed sensors.

3. Shift control identifies which gear the PCM is COMMANDING. It doesn’t confirm

that the transmission is operating in the indicated gear. It’s a way for the tech to know if

the PCM is actually wanting that gear.

Page 997: Tech Only 2009 Atra Powertrain Expo

5

4. Gear ratio is an odd PID, to say the least. Honda does not display the Gear Ratio pid

like other manufacturers do. In addition, the description on the scan tool for gear ratio is

actually WRONG. They state that when it’s “in” a gear, the ratio will be 1.0, and it will

only be different during a shift. In reality, when it’s “in” a gear, the ratio will be

whatever gear it’s suppose to be in (i.e. 1.000 for first, 2.000 for second, 3.000 for third,

etc.)

5. ETR identifies the slip ratio between the engine speed and mainshaft speed, which can

be used to display TCC slip speed. Honda’s description for this is pid is “an analytical

team uses this parameter to solve a difficult problem to diagnose.” I don’t know who

their analytical team is, but we could use that info as well.

6. Shift MAP number identifies the shift strategy that the PCM is using. This strategy

will be different for different temp ranges and grade logic modes.

Page 998: Tech Only 2009 Atra Powertrain Expo

6

Speed sensors and calculations:

The following graph shows the mainshaft and countershaft speeds in MPH (as opposed to

RPM). Notice how the PCM converts the two signals and makes them equivalent to each

other, so long as everything is operating properly. This isn’t anything special for the

countershaft, since it’s responsible for VSS functions, but the conversion for the

mainshaft is unique. On the graph, the only time the mainshaft didn’t have the same

MPH as the countershaft is during the shifts. A quick graph of the mainshaft and

countershaft will show if the transmission is holding its ratio.

NOTE: Not all pids described are found on all vehicles and transmission types.

Page 999: Tech Only 2009 Atra Powertrain Expo

7

Here is the same vehicle with the mainshaft and countershaft speeds represented in RPM.

Displaying the pids in RPM will show the speed relationship between the two shafts.

Notice how the countershaft (purple) speed starts to catch up with the mainshaft (orange)

as the vehicle gets faster. It’s easy to see the upshifts by looking at the RPM drop on the

engine and mainshaft speeds.

Notice the lag in the engine/mainshaft speed drop after the shift command (red).

Can you tell where the TCC locked up?

Here’s an interesting feature on late-model Honda and Acura products. Notice the torque

reduction by partially closing the throttle during the shift (green trace).

Page 1000: Tech Only 2009 Atra Powertrain Expo

8

There’s a lot going on in this graph, but it shows the relationship of the pressure switches,

CPC solenoids A and B, and the shift control command.

Page 1001: Tech Only 2009 Atra Powertrain Expo

9

Gear Ratio and ETR PIDs:

The following snapshot graph shows gear ratio (black) and shift control (red) and vehicle

speed (blue). Note the lag between the shift control command and the ratio change. The

gear ratio pid is derived from mainshaft and countershaft speeds, then processed by the

PCM to determine if the ratio is accurate.

ETR is similar to the gear ratio pid, but it’s comparing engine speed to the mainshaft

speed to determine TCC slippage.

Page 1002: Tech Only 2009 Atra Powertrain Expo

10

In the following example the engine speed is 3681 and the mainshaft speed is 3364. The

mainshaft is rotating at 91% of engine speed. This is why the ETR pid is 91%.

ETR of 100% means the components are spinning the same speed. Over 100% would

indicate the mainshaft is spinning faster than the engine.

Page 1003: Tech Only 2009 Atra Powertrain Expo

11

In this graph, the colors have changes, but I added CPC sol C (TCC Control) and notice

the ETR change in relation to CPC C control. As the PCM increase the current to the

CPC C sol, the engine and mainshaft speeds get closer and the ETR moves to 100%.

2002 Acura MDX:

Now that we’re starting to get familiar with Honda snapshots and datalists, let’s look at

some failed vehicles. This MDX has no 3rd Gear. Possible problems could be electronic,

hydraulic, or mechanical. Using a scan tool, we could get a head start on what we’re in

for by looking at specific PIDs, such as CPC commands, pressure switches, speed sensor

graphs, etc. A typical PID list follows:

Page 1004: Tech Only 2009 Atra Powertrain Expo

12

This graph shows engine speed (red), mainshaft and countershaft speeds in MPH (purple

and green; remember, these should be the same, except for the shift), shift control

(orange), and pressure switches (blue and dark purple).

This graph added the CPC A and B solenoids to show what they are doing to compensate

for a slipping 3rd.

Page 1005: Tech Only 2009 Atra Powertrain Expo

13

Questions (answers found at the end):

Do you think the loss of 3rd is due to complete loss of hyd pressure?

Would CPC B cause only a 3rd slippage complaint?

Is the 3rd pressure switch open or short?

2002 Accord:

After a reman transmission was installed, this transmission had erratic shifting and erratic

speedometer readings.

Page 1006: Tech Only 2009 Atra Powertrain Expo

14

Questions (answers at the end):

Explain the relationship between mainshaft and countershaft when displayed in MPH?

If these numbers never match, what does this mean?

After reviewing the scan data, is there anything out of the ordinary?

Any ideas that could cause this mis-operation?

2002 Acura TL:

This Acura had an intermittent slipping complaint. CPC solenoids and pressure switches

did not fix the problem. No DTCs.

According to the graph, mainshaft and countershaft MPH stays the same, except during

the shifts, which is normal. Engine RPM drops for every up shift.

Page 1007: Tech Only 2009 Atra Powertrain Expo

15

Questions:

Is there anything in the scan data that stands out as a problem?

2003 Civic:

This Civic had poor shift quality. A reman transmission and a TCM software update was

performed as per TSB, but it still didn’t fix the problem.

Notice the shift command (blue) into 2nd

as soon as the vehicle begins to move (dark

purple). This is normal.

Questions:

What’s the deal with the TSB?

What not quite right with this scan data?

Is there a way to verify trans operation without replacing any parts?

Page 1008: Tech Only 2009 Atra Powertrain Expo

16

2004 Civic:

This transmission had a slipping complaint. Trans replacement as per TSB, but the

problem still persisted.

Questions:

Which of the pids shown on the graph are processed calculations (conversions) by the

PCM?

What pids don’t agree with the PCMs logic?

Is there anything that stands out as wrong?

Page 1009: Tech Only 2009 Atra Powertrain Expo

17

Answers:

2002 MDX:

Do you think the loss of 3rd is due to complete loss of hyd pressure?

No, the pressure switches are closing as designed, indicating hyd pressure is present at

the clutch

Would CPC B cause only a 3rd slippage complaint?

No, the CPC B is used on the application of 3rd, release of 3

rd (during the 3-4 shift), and

application and release of 5th. CPC B is also used to regulate reverse during initial

engagement.

Is the 3rd pressure switch open or short?

No, the 3rd and 4

th pressure switches are alternating between open and closed. They

might not be switching at the correct pressures, but they are not open or shorted.

2002 Accord:

After reviewing the scan data, is there anything out of the ordinary?

The mainshaft and countershaft speeds are not matching

The countershaft speed is following engine speed and climbing much faster than

mainshaft speed.

Explain the relationship between mainshaft and countershaft when displayed in MPH?

They should indicate the same speeds, except during a shift.

If these numbers never match, what does this mean?

The PCM is seeing an incorrect speed ratio between the mainshaft and countershaft.

This could be due to slipping clutches

Any ideas that could cause this mis-operation?

Speed sensor wires crossed!!!

2002 TL

Is there anything in the scan data that stands out as a problem?

Voltage of the shift solenoids are only 11v! System voltage is falling too low, cause

erratic operation.

Page 1010: Tech Only 2009 Atra Powertrain Expo

18

2003 Civic:

What’s the deal with the TSB?

2001 to 2003 (some 2004) Civic can burn up a 2nd clutch. This requires trans

replacement (or rebuild) and a PCM software update (01 – 03)

What not quite right with this scan data?

Voltage is jumping to 15.5v! Honda vehicles use an Electronic Load Detection (ELD) to

change the charging states. The ELD unit was faulty on this vehicle.

Is there a way to verify trans operation without replacing any parts?

This won’t necessarily work with all manufacturers. But since a Honda ELD mode is

12.5 volts, simply disconnecting the alternator and taking it for a drive will see if the

vehicle will work normally with normal voltage levels.

2004 Civic:

Which of the pids shown on the graph are processed calculations (conversions) by the

PCM?

Mainshaft speed, Countershaft speed, and Vehicle Speed.

What pids don’t agree with the PCMs logic?

Countershaft speed is shown a second before vehicle speed is shown, then seconds later

the mainshaft speed is shown. Because it’s using the same sensor, if the countershaft is

showing movement, the vehicle MUST be moving, so the vehicle speed should be the

same as the countershaft speed. And, if the vehicle is accelerating, there should be

mainshaft speed. All of these things are out of order or don’t line up.

Is there anything that stands out as wrong?

The brake switch is staying ON all the time. The problem surfaced after the owner

replaced the brake lights with some fancy aftermarket lamps. The ground was mis-wired

on the lamps and when the taillights were on, power backfed into the brake lamps, mis-

informing the brake switch input. This put a wrench in the pcm logic.

Page 1011: Tech Only 2009 Atra Powertrain Expo

19

Page 1012: Tech Only 2009 Atra Powertrain Expo

20

Going a different direction . . . .

Pressure testing with a scope:

The good ol’ pressure gauge is still a great tool and much needed in the transmission

diagnostic process. But now with the availability and popularity of digital storage

oscilloscopes (DSO), the ability to “see” pressure in relation to other sensors and/or

actuators give a whole new picture. For example, we could now record the reaction time

between throttle position/PCS PWM/Pressure rise. The following scope image is from a

99 4L60E. The reaction time from when the TP sensor started to rise to when pressure

actually started to rise was about 90ms. Pretty quick. This 4L60E has no issues and is a

very low mileage unit, since it’s a donation to our automotive program here at SIUC.

Page 1013: Tech Only 2009 Atra Powertrain Expo

21

This scope image of a 2007 Dodge Caravan shows distinct accumulator action, clutch

overlap, pressure build time, as well as overall pressure.

Gold is the 2-4 clutch, Blue is the UD clutch, Green is the L-R clutch. Notice when the

2-4 clutch comes on, it flat lines for a moment right about when the pressure switches

close (around 25psi), then the accumulator action absorbs the pressure, then once the

accumulator strokes, the pressure spikes to line pressure. Total shift time (in regards to

pressure changes, not actual clutch application or ratio change) took 1.138 sec.

Page 1014: Tech Only 2009 Atra Powertrain Expo

22

The following image is measures the pressure spike after the accumulator stroked. It’s

about 250ms.

The following scope image shows the actual accumulator stroke time, which is about

700ms.

Page 1015: Tech Only 2009 Atra Powertrain Expo

23

Use of pressure transducers and DSOs can add that addition piece of information while

diagnosing problematic transmissions. Knowing what a good pattern looks like is very

important in order to diagnose a bad one. By monitoring how quick pressure spikes after

an accumulator strokes can give an indication of how well fluid flows in the circuit or

helps determine if there are possible leaks. Watching the accumulator stroke by

monitoring pressure during the accumulator function might help diagnose issues with the

accumulator and its bore. Even cross-comparison between different shifts could provide

information on how well the “control” side of the transmission (i.e. valve body and

solenoids) is working.

Homemade pressure transducers from 45RFE transmission or store-bought transducers

from fluke:

This homemade power supply was made to power up to 4 transducers with the required 5

volts. It can also be used to power homemade vacuum sensors (map), low pressure

sensors (ftp), potentiometers (egr position sensors/tp sensors, etc.).

Page 1016: Tech Only 2009 Atra Powertrain Expo

1

Honda CRV Transaxle: 07 Model

MZHA Model

All-wheel Drive (AWD)

A = PL Pressure Tap

B = 4th Gear Pressure Tap

C = CPC B and C Solenoid

D = CPC A Solenoid

E = 3rd Pressure Switch (Blue)

F = 2nd Pressure Switch (Tan)

G = 2nd Pressure Tap

A

B

C

D

E

F G

Page 1017: Tech Only 2009 Atra Powertrain Expo

2

AWD T-case

A = Drain plug

B = AWD T-case mounting

area

A = Mainshaft Speed Sensor

B = Countergear Speed Sensor

A

A B

B

Page 1018: Tech Only 2009 Atra Powertrain Expo

3

A = 1st Pressure Tap

B = 3rd Pressure Tap

C = 5th Pressure Tap

D = PRNDL Switch

A = 2

nd Clutch Drum

B = 1st/3

rd Clutch Drum

C = Mainshaft

D = Countershaft

E = Secondary Shaft

F = Secondary Idler Shaft

G = Final Drive

A

B

C

B

A

B

D

B

E

C

F

G

Page 1019: Tech Only 2009 Atra Powertrain Expo

4

A = 2nd Clutch Drum

B = 1st/3

rd Clutch Drum

C = 4th/5

th Clutch Drum

D = Mainshaft

E = Countershaft

F = Secondary Shaft

G = Secondary Idler Shaft

Fixed Gears:

A D

B

E

C

F

G

Fixed

Fixed

Fixed Fixed

Fixed

Fixed

Fixed

Fixed

Fixed

Fixed

Page 1020: Tech Only 2009 Atra Powertrain Expo

5

Freewheeling Gears:

1 = 1st

2 = 2nd

3 = 3rd

4 = 4th

5 = 5th

R = Reverse

First Gear

1

2

3 4

5

R

Page 1021: Tech Only 2009 Atra Powertrain Expo

6

Second Gear

Third Gear

Page 1022: Tech Only 2009 Atra Powertrain Expo

7

Fourth Gear

Fifth Gear

Page 1023: Tech Only 2009 Atra Powertrain Expo

8

Reverse Gear

Disassembly and Reassembly Remove the speed sensors

and all electronics to

prevent damage

Page 1024: Tech Only 2009 Atra Powertrain Expo

9

Note the output shaft speed

sensor spacer

Remove the CPC Solenoids

and pressure switches

Page 1025: Tech Only 2009 Atra Powertrain Expo

10

Remove the shift solenoid

cover and remove the five

Shift Solenoids

Remove range switch

A

B

C

E

D

Page 1026: Tech Only 2009 Atra Powertrain Expo

11

Remove end cover. Note

the positions of the dowel

pins and the o-rings under

the gasket.

Remove the lube pipe for

the Secondary Shaft Idler

Gear.

Page 1027: Tech Only 2009 Atra Powertrain Expo

12

Feed pipes 3-3/4”

Feed pipe 8-5/8”

Dowel Pins

Page 1028: Tech Only 2009 Atra Powertrain Expo

13

Nut Torque/Removal

Cut the crimp from the

lock-nuts

Reverse Thread (look for

the arrow)!

Note the direction of the

washers. They go dish UP

Remove the selector

control lever from the shaft.

Once the selector control

lever is removed, make

sure the spring pin is

aligned with the trans

housing groove. If not, it

will hang up when you pull

the case cover.

Page 1029: Tech Only 2009 Atra Powertrain Expo

14

Use a puller to remove the

pawl.

Use a puller with 6mm x

1.0mm bolts to pull the

mainshaft idler gear from

the mainshaft.

Page 1030: Tech Only 2009 Atra Powertrain Expo

15

Remove the housing bolts

(19 or 20 depending on

engine type).

Break the seal on the trans

case so the trans housing

will separate from the

torque converter housing.

Expand the snap ring on the

secondary shaft bearing and

lift the case to allow it to

snap out.

Page 1031: Tech Only 2009 Atra Powertrain Expo

16

Notice that the “idler” gear

stayed in the case when

removing the housing.

This gear transfers torque

from the mainshaft to the

secondary shaft.

The idler gear is retained

by split washers, cover and

snap ring.

Page 1032: Tech Only 2009 Atra Powertrain Expo

17

Here are the three shafts

with the endcover gears

placed on them.

Remove the reverse shift

fork bolt and shift fork

Page 1033: Tech Only 2009 Atra Powertrain Expo

18

Unhook the detent spring

and remove the selector

control shaft

With the detent arm away

from the countershaft,

remove the mainshaft,

countershaft, and secondary

shaft assemblies as one

unit. Get help, these are

heavy, slippery, and

awkward.

Page 1034: Tech Only 2009 Atra Powertrain Expo

19

Remove the baffle plate

and check to see if it’s the

latest design. If not, get a

new one:

PN 25421-RXH-010

This picture shows the old

baffle

Page 1035: Tech Only 2009 Atra Powertrain Expo

20

Bolt lengths identified for

reg valve body, and servo

valve body

A = 25mm

B = 30mm

C = 40mm

D = 55mm

E = 65mm

F = 70mm

Notice the dowel pin

locations

And the check valve

location

A B B

B

B B

C

D

D

D

D

D

D D D D

D

E

E

E

F F

F F

F

D

D

Page 1036: Tech Only 2009 Atra Powertrain Expo

21

Main valve body bolt

locations and sizes

30mm

Positive displacement oil

pump and spacer plate

Page 1037: Tech Only 2009 Atra Powertrain Expo

22

Main valve body:

A = Shift Valve A

B = Shift Valve B

C = Shift Valve C

D = Relief Valve

E = Lock-up Control Valve

Main Valve Body

A = Manual valve

B = Servo Control Valve

C = Shift Valve E

A

B

C

A

B

C

D

E

Page 1038: Tech Only 2009 Atra Powertrain Expo

23

Regulator Valve Body:

A = Lock-up Shift Valve

B = TC check valve

C = Regulator Valve

D = 1st Accumulator

E = 3rd Accumulator

Servo Valve Body

A = 5th Accumulator

B = 2nd Accumulator

C = 4th Accumulator

D = Reverse shift fork

servo

E = Shift Valve D

A

B

C

D

E

A

B

C

D

E

Page 1039: Tech Only 2009 Atra Powertrain Expo

24

Servo valve body with

accumulators and springs

installed.

Mainshaft Disassembly:

5th Gear

Selective Thrust Washer

41x68mm

4/5 Clutch Assembly

4th Gear

Fixed mainshaft transfer

gear

Mainshaft feedpipe:

OD = .3138 - .3142 with a

limit of .313

Mainshaft feedpipe

bushing:

ID = .315 - .3156 with a

limit of .3161

Makes a max clearance of

.0031”

Page 1040: Tech Only 2009 Atra Powertrain Expo

25

5th Gear endplay: .002 -

.004”

Selective Thrust Washer:

1 - .1752

2 - .1762

3 - .1772

4 - .1781

5 - .1791

6 - .1801

7 - . 1811

8 - .1821

9 - .1831

10 - .1841

11 - .1850

12 - .1860

13 - .1870

14 - .1880

15 - .1890

4th Gear Endplay: .004 -

.009”

Page 1041: Tech Only 2009 Atra Powertrain Expo

26

5th Clutch:

Clearance: .037 - .044

Disc thickness: .076

Plate thickness: .079

Endplates:

1- .083 6- .102

2- .087 7- .106

3- .091 8- .110

4- .094 9- .114

5- .098

Wave plate phase

difference - .004 - .008

4th Clutch:

Clearance: .037 - .044

Disc thickness: .076

Plate thickness: .079

Endplates:

1- .083 6- .102

2- .087 7- .106

3- .091 8- .110

4- .094 9- .114

5- .098

Wave plate phase

difference - .004 - .008

Page 1042: Tech Only 2009 Atra Powertrain Expo

27

5th Gear Thrust Washer:

Countershaft from L to R

• 2nd

• 1st

• 5th

• 3rd

• 4th

• 4-R Sleeve

• 4-R hub

• Rev needle bearing

• Reverse gear

• Parking pawl

Page 1043: Tech Only 2009 Atra Powertrain Expo

28

4th Gear:

Rev Hub:

Rev Sleeve:

Reverse Gear:

Page 1044: Tech Only 2009 Atra Powertrain Expo

29

Press might be required to

remove 3rd gear and/or

reverse hub.

Gear endplay:

5th .000 - .019”

4th .002 - .0106

Rev .004 - .010

Page 1045: Tech Only 2009 Atra Powertrain Expo

30

Secondary Shaft L to R:

2nd Clutch

2nd Gear

1st Gear

1st/3

rd Clutch Housing

3rd Gear

Idler Gear

Page 1046: Tech Only 2009 Atra Powertrain Expo

31

Gear Endplay:

2nd = .002 - .005

37x58mm Thrust washer:

1- .154 11-

.163

2- .155 12-

.164

3- .156 13-

.165

4- .156 (+.005mm) 14-

.166

5- .157 15-

.167

6- .158 16-

.168

7- .159 17-

.169

8- .160 18-

.170

9- .161 19-

.171

10-.162 20-

.172

Gear Endplay:

1st= .002 - .005

3rd = .004 - .009

40 x 51.5 thrush washer

1- .189

2- .191

3- .193

4- .195

5- .197

6- .199

Page 1047: Tech Only 2009 Atra Powertrain Expo

32

2nd Clutch:

Clearance: .045 - .053

Disc thickness: .076

Plate thickness: .079

Endplates:

10- .094 6-.122

11- .098 7-.126

1- .102 8-.130

2- .106 9-.134

3- .110

4- .114

5- .118

Wave plate phase

difference - .004 - .008

1st Clutch:

Clearance: .054 - .062

Disc thickness: .076

Plate thickness: .063

Endplates:

1- .102 6- .122

2- .106 7- .126

3- .110 8- .130

4- .114 9- .134

5- .118

Wave plate phase

difference - .006 - .010

Page 1048: Tech Only 2009 Atra Powertrain Expo

33

3rd Clutch:

Clearance: .048 - .056

Disc thickness: .076

Plate thickness: .063

Endplates:

1- .083 6- .102

2- .087 7- .106

3- .091 8- .110

4- .094 9- .114

5- .098

Wave plate phase

difference - .004 - .008

Secondary Shaft Feed Pipe:

3rd Clutch pipe OD = .4516

- .4520 with a limit of

.4508

1st Clutch pipe OD = .2744

- .2748 with a limit of

.2736

Secondary Shaft Feed Pipe

Bushing:

3rd Clutch bushing ID =

.4528 - .4553 with a limit

of .4539

1st Clutch bushing ID =

.2763 - .27687 with a limit

of .2774

Max clearance for 3rd

bushing to pipe is .0031”

Max clearance for 1st

bushing to pipe is .0038”

Page 1049: Tech Only 2009 Atra Powertrain Expo

34

Case Bolt Locations

A = 40mm

B = 60mm

C = 90mm

D = 100mm

End Cover Bolt Locations

A = 25mm

B = 30mm

C = 35mm

D = 37mm

E = 45mm

A

B C D

D

C C C C

C

C

B

B

B

B

D D A

A

B

A

E

D

C

C

C

C

C

E

E

D

A A

B

A

Page 1050: Tech Only 2009 Atra Powertrain Expo

35

Solenoid Cover Bolts

A = 30mm

B = 45mm

A

B

B

A

B A

A

B

A

Page 1051: Tech Only 2009 Atra Powertrain Expo

36

CPC B and C feed pipes

CPC A feed pipes

Page 1052: Tech Only 2009 Atra Powertrain Expo

1 COPYRIGHT©PRECISION INTERNATIONAL 2009

Presents:

JohnParmenter, Jr. Technical Advisor

On:

Any questions or comments regarding this presentation or technical assistance can be addressed to the Precision International Technical Hotline at (800) 872-6649 or e-mail at [email protected] The following technical data has been compiled with the utmost care & is accurate at the time of printing. It should serve as information purposes only. Precision International & all employees can assume no responsibilities for errors which may have occurred during printing. At this time, Precision International would like to thank ATRA for their continuing support of technicians worldwide.

2009 Precision International

Page 1053: Tech Only 2009 Atra Powertrain Expo

2 COPYRIGHT©PRECISION INTERNATIONAL 2009

John Parmenter is a rebuilder and shop owner on Long Island New York. John is an A.S.E

certified master technician; his shop handles a large volume of dealer warranty work. He is a

technical advisor for Precision International and handles technical service calls as well as

answering questions on Precision’s web site www.transmissionkits.com

John’s seminars are in demand worldwide as they are based on real world problems

encountered in today’s shops.

Page 1054: Tech Only 2009 Atra Powertrain Expo

3 COPYRIGHT©PRECISION INTERNATIONAL 2009

Index

Transmission Page

45RFE…….…………………………………………………..4

48RE………..………………………………………………..5-6 CRY4933 Dipstick Info.……………………………………..7-10 E4OD/4R100………...……………………………………. …11 4F50N……………………..………………………………...…12 6R75.……………………………………………………..…….13 F4A41/42/51…………………………………………………..14 Nissan RE4F03A/RE4F04A/B………………………………15-16 ZF6HP16………………………………………………………17

Page 1055: Tech Only 2009 Atra Powertrain Expo

4 COPYRIGHT©PRECISION INTERNATIONAL 2009

The 45RFE transmission has been used in many vehicles since 1999. A concern of late is vehicles coming into the shop with one or more of the following Torque Converter clutch related codes. The Torque Converter associated with this unit has many internal failure points and , after a good overhaul and remanufactured converter, the technican then delivers the product to find it then comes back with similar codes? The concern is in the aluminum pump body. The spring in the Converter Regulator Valve breaks and folds inside itself. A common way technicians check valve travel is to “pick” the valve with a scribe. The valve train must be disassembled and inspected. Transgo Corp has an excellent package to correct this issue.

Page 1056: Tech Only 2009 Atra Powertrain Expo

5 COPYRIGHT©PRECISION INTERNATIONAL 2009

The 48RE Transmission was introduced in 2003. When the unit is out of the vehicle, the easy

way to tell that it is a 48RE is on the pump stator. There is a Butt-Cut Ring clearly visible; also

there is a throttle control actuator on top of the manual linkage where there used to be

linkage going to the top of the engine. There are several concerns that have developed

globally with this unit. The forward frictions (rear drum) were changed to a finer spline and

different thickness. The splines disintegrate and the vehicle stops moving. At this time we

know of no heavy duty replacements available and Mopar parts routinely runs out of

inventory on this component. In the overdrive assembly, technicians are used to seeing the

direct clutch snap-ring break O.E #6839200. Upon pan removal, technicians will see what

appears to be pieces of gear teeth. This is usually not the case.

The direct clutch pressure plate (top) breaks the ears or tabs off. These pieces find their

way down into the drum as tiny shards of metal. A close inspection and cleaning is highly

recommended. The early style 518/618 top plates were .312” thick and cannot be used in a

48RE. The plate OE# is 04461183. Its thickness is .215”.

The intermediate band strut on the adjustment side is prone to breakage causing loss of 2nd

gear. There are many companies that sell heavy duty replacements. One is ADAPT-A-CASE

(800-417-4200). They call their component “the power wedge” and it is a high quality

component.

Page 1057: Tech Only 2009 Atra Powertrain Expo

6 COPYRIGHT©PRECISION INTERNATIONAL 2009

Chrysler is now following suit with GM and Ford and is making it difficult to even check the

transmission fluid. A.S.T corp. sells a dipstick to check the transmission fluid in 42RLE,

62TE, CVT, NAG1 and 722.6. It comes with instructions similar to Mercedes Benz to assist

the technician in proper fill and check procedures. The part# is CRY93309.

The 722.6 Transmission is in many Chrysler and Dodge products. Technicians are having

issues with the removal of the rear yoke or propeller shaft. The “nut” is a 12 point 30mm

similar to Mercedes Benz. Snap-On Corp makes a socket, part #SIMDM 300 which, with a

little polishing on the end, is a very good socket to secure this piece of hardware. It is

recommended to replace this nut during overhaul & torque to 59 Ft LB.

Page 1058: Tech Only 2009 Atra Powertrain Expo

7 COPYRIGHT©PRECISION INTERNATIONAL 2009

CRY933 Transmission Dipstick Applications:

42RLE Automatic Transmission (KJ) Jeep Liberty (2006-2007) (KK) Jeep Liberty (2008-Newer) (KA) Dodge Nitro (2007-Newer) 62TE Automatic Transmission (JS) Dodge Avenger/Chrysler Sebring (2007-Newer) CVT Automatic Transmission (MK) Jeep Compass/Jeep Patriot (2007-Newer) (PM) Dodge Caliber (2007-Newer) NAG1 Automatic Transmission (LC) Dodge Challenger (2008-Newer) (LX) Chrysler 300C/Dodge Charger/Dodge Magnum (2005-Newer) (WK) Jeep Grand Cherokee (2005-Newer) 1. Verify that the vehicle is parked on a level surface. 2. Remove the dipstick tube cap. WARNING: There is a risk of accident from vehicle starting off by itself when engine running. There is a risk of injury from contusions and burns if you insert your hands into the engine when it is started or when it is running. Secure vehicle to prevent it from moving off by itself. Wear properly fastened and close-fitting work clothes. Do not touch hot or rotating parts. 3. Actuate the service brake. Start engine and let run at idle speed in selector lever position “P”. 4. Shift through the transmission modes several times with the vehicle stationary and the engine idling. 5. Warm up the transmission, wait at least 2 minutes and check the oil level with the engine running. Push the oil dipstick

into transmission fill tube until the dipstick contacts the pan and pull out again, read off level, repeat if necessary. ***NOTE: The dipstick protrudes from the fill tube when installed. 6. Check transmission oil temperature using the appropriate scan tool. ***NOTE: The true transmission oil temperature can only be read by a scan tool in reverse or any forward gear position.

7. The transmission oil dipstick has indicator marks every 10mm. determine the height of the oil level on the dipstick and

using the height, the transmission temperature, and the transmission fluid graph, determine if the transmission oil level is correct.

8. Add or remove oil as necessary and recheck the oil level. 9. Once the oil level is correct, install the dipstick tube cap.

Page 1059: Tech Only 2009 Atra Powertrain Expo

8 COPYRIGHT©PRECISION INTERNATIONAL 2009

Page 1060: Tech Only 2009 Atra Powertrain Expo

9 COPYRIGHT©PRECISION INTERNATIONAL 2009

Page 1061: Tech Only 2009 Atra Powertrain Expo

10 COPYRIGHT©PRECISION INTERNATIONAL 2009

Page 1062: Tech Only 2009 Atra Powertrain Expo

11 COPYRIGHT©PRECISION INTERNATIONAL 2009

The E4OD and 4R100 transmissions are a staple in shops and technicians constantly seeing changes and upgrades to improve durability. We are sharing some important information received from several large production rebuilding facilities. Ford Motor Company recommends replacement of the air to oil cooler on every major transmission service or replacement. The cooler by-pass tube and its fittings must be removed from the unit and closely inspected. Debris from transmission failure tends to lodge in fittings/tube and cause failure after overhaul. A replacement kit 2C3Z-7H322-AA is available from Ford and is suggested for use on rebuild. Upon overhaul it is suggested to remove sun gear from sunshell and inspect sunshell for missing or cracked splines. This is prevelant on 2000 and up models. This is often overlooked on overhaul. There are several aftermarket suppliers now producing quality hardened sunshells at a reasonable cost.

Page 1063: Tech Only 2009 Atra Powertrain Expo

12 COPYRIGHT©PRECISION INTERNATIONAL 2009

Many shops see the Ford 4F50N Transaxle for service for a variety of issues. Pump concerns and its associated failure as well as differential concerns have been just a few issues technicians have faced. The following issue is plaguing many technicians. The unit develops a 1-2 slide/harsh bang. Technicians are familiar with this issue being a valve body or accumulator issue. These issues demand close attention , as the 1-2 capacity modulator valve and its associated spring has a tendency to stick or break. There are several aftermarket companies that address this and are an excellent upgrade. The 1-2 accumulator piston, bore and pin also deserve a close inspection as well. Upon teardown of the unit the friction plates appear not to be damaged and upon piston disassembly they appear to be ok. The intermediate molded piston is a major concern leading to this issue. The piston has been known to crack on the bottom (drum side) where the rubber meets the metal. Also the rubber has been known to separate from the piston. Use caution upon replacement. The stamping on the bottom of the piston needs to be verified; # F88P-7E005-AA has been the component of concern. There is a large supply of old stock on this it is recommended it not be used. The new design engineering # 4F1P-7E005-AA has been redesigned in several areas and is the recomendeds replacement to assure a quality repair.

Page 1064: Tech Only 2009 Atra Powertrain Expo

13 COPYRIGHT©PRECISION INTERNATIONAL 2009

The 6R series of transmissions is a 6 speed rear wheel drive units primarily used in the Ford

Expedition.

The 6R75 was first introduced in 2006. The following concern has been a top problem

coming into the Tech Line. Upon road test, on a passing gear application, i.e. forced

downshift 5-3, 4-3 or 6-3, the transmission makes a pronounced chattering or squawking

noise, similar to a torque converter issue. Upon removal and disassembly of the unit and

converter, no failed component can be found. The noise is caused by the release of the

overdrive clutches. Ford has released an updated friction plate 6L2Z-7B164-CA. The earlier

plates in question are ink stamped FoMoCo 9L3P11646. The later updated plates are ink

stamped 7B164CA or 7B164CC.

Technicians take note: This unit uses Mercon SP automatic transmission fluid XT-6-QSP. Due

to the fact that 6R75 has an internal thermal bypass valve, the transmission fluid cannot be

serviced with any type of a fluid exchange machine.

Page 1065: Tech Only 2009 Atra Powertrain Expo

14 COPYRIGHT©PRECISION INTERNATIONAL 2009

The F4A41/42/51 series of transaxles is in a variety of vehicles including the Dodge Stratus, Hyundai, Mitsubishi and Kia vehicles. There have been building reports regarding PO715 Input Speed Sensor, PO720 Output Speed Sensor and PO707 Range Switch Fault. These codes have been elusive at best. Many technicians scan the ECM and see one of the three and do not check in either a pending code file or engine code file. It is recommended to do a thorough scan of all modules to verify all concerns. Hyundai part#’s are as follows: 42620-39051 Input Speed Sensor 42621-39052 Output Speed Sensor 46517-39000 Vehicle Speed Sensor It is very common when one of the above sensors fail, another may have an intermittent issue that is often overlooked. After overhaul of the above transmissions, many technicians are aware that a long thorough road test must be performed for the ECM to re-learn itself and allow for quality shifts on delivery. Some technicians disconnect the battery to speed this process up. This worked well on 2003 and earlier vehicles and took approximately 20-30 drive cycles to complete. On 2004 and up Mitsubishi, this process must be performed with a scan tool with the ability to complete a systems reset. To reset clutch pack adaptives, Mitsubishi details this in bulletin 04-23-002.

Page 1066: Tech Only 2009 Atra Powertrain Expo

15 COPYRIGHT©PRECISION INTERNATIONAL 2009

2002-06 1.8L Sentra RE4F03B automatic transmissions chirping sound on 2 to 3 up shift, most obvious on light throttle, stop and go driving. The concern is in the high clutch. Drain about one pint of transmission fluid and add two bottles of Nissan OE ATF additive part # 31003-31X6P. Bring transmission to operating temperature and road test. After several drive cycles: 2-3 up shifts and forced 3-2 downshifts, the noise will then disappear. Nissan Maxima REF04B no 2-3 upshift after overhaul. There is an orifice cup plug located in the bottom of the servo bore. This has been known to “fall” out of the case allowing a rod located behind it to fall out and get lost. These components can be harvested out of a scrap casing by drilling behind the land in the servo bore and gently driving the rod and cup plug from the case. An easy check is before installing band servo, perform a close inspection at the bottom of the servo bore for the orifice cup plug. Then after the servo is assembled, and before the valve body is installed, apply compressed air to direct clutch port in case. You should not hear all the air leaking into servo area. If this is occurring and cup plug is in case, cleaning soap may have settled in bore not allowing servo rod to stroke in bore. This has been a concern globally with advances in cleaning machines (hot tanks) loosening poor fitting cup plugs from their bores.

Page 1067: Tech Only 2009 Atra Powertrain Expo

16 COPYRIGHT©PRECISION INTERNATIONAL 2009

NISSAN RE4F04A/B We want to thank ATSG and Mr. Jim dial for their assistance in this bulletin.

Page 1068: Tech Only 2009 Atra Powertrain Expo

17 COPYRIGHT©PRECISION INTERNATIONAL 2009

2004-08 Forenza and Reno have a 4HP16 transmission made by ZF. These vehicles are coming into shops with great frequency. When service codes are retrieved it is very common to see PO734 gear ratio error in 4th and PO783 3-4 shift error. These codes are generally associated with an abrupt 3-4 upshift. The brake “C” piston is located in the 3-4 gearset. The bonded piston has been known to have the rubber separate from the metal base. A detailed bulletin TS 0809308 gives an excellent color illustration. On a separate note on the 4HP-16 in the Suzuki products mentioned, technicians are having difficulty removing the fill plug in the vehicle. Snap On makes a socket PPM410 (5/16) which, when placed on an 18 inch ½ inch drive extension, makes removal and installation of this plug much easier.

Page 1069: Tech Only 2009 Atra Powertrain Expo

service | quality | success

Test Preparation Guide

Page 1070: Tech Only 2009 Atra Powertrain Expo
Page 1071: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 1

ATRA Certification Prep Guide

Page 1072: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

2 082508 © 2008 ATRA. All Rights Reserved.

ContentsProgram Introduction .....................................................................................5Mechanical Theory ..........................................................................................7

Gear Ratios ..................................................................................................8Clutches and Bands ...................................................................................9Torque Converters ...................................................................................11

Overview of Transmission Operation ........................................................12Hydraulic Controls ..................................................................................13Checkballs and Orifices ...........................................................................15Accumulators ............................................................................................15Shift Feel and Shift Timing .....................................................................16Formulas ....................................................................................................17

Electrical Systems Operation .......................................................................18Overview of Electrical Controls .............................................................19Electrical Formulas and Principles ........................................................21

Basic Electrical Test Procedures ..................................................................22Voltage Check ...........................................................................................22Voltage Drop Test ....................................................................................22Resistance Test ..........................................................................................21Amperage Test .........................................................................................22Frequency Measurement.........................................................................22Duty Cycle Measurement .......................................................................22

Overview of Computer Controls ................................................................23Code Checks .............................................................................................26Inside or Outside? ....................................................................................27

Diagnostic Strategies ....................................................................................28Customer Contact ....................................................................................28Visual Inspection ......................................................................................29Fluid Level and Condition ......................................................................29Linkage and Vacuum Controls ..............................................................31Check Computer Codes ..........................................................................32Road Tests .................................................................................................32Pinpoint Diagnostic Procedures ............................................................32Pressure Tests ...........................................................................................33Stall Test ....................................................................................................35Converter Clutch Testing ........................................................................36Electrical Tests ..........................................................................................38Noises and Vibrations .............................................................................40Finding and Repairing Leaks .................................................................42

Page 1073: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 3

Maintenance and In-Car Repair ..................................................................44Manual Linkage and Transmission Range Sensor or Switch ............44Throttle Valve (TV), Kickdown and

Accelerator Pedal Cables or Linkage ...............................................45Modulator and Hoses ..............................................................................46Governors ..................................................................................................46Switches, Sensors and Solenoids ...........................................................47Service Procedures ...................................................................................48Fluid Types ...............................................................................................50Transmission Adjustments .....................................................................51Band Adjustments ....................................................................................51Leak Checking and Repair ......................................................................52Cooling Systems .......................................................................................53Speedometer Gears and Speed Sensors ................................................54Valve Body ................................................................................................55Mounts and Torque Struts ......................................................................58

R&R Procedures ............................................................................................61Transmission Removal ............................................................................61Exhaust Regulations ................................................................................62Related Components; Axles ...................................................................63Related Components; Driveshafts and U-Joints ..................................64Related Components; Freeze Plugs .......................................................65Related Components; Rear Main Seals .................................................67Related Components; Flex Plates and Flywheels ................................68Related Components; Dowel Pins .........................................................69Related Components; Mounts and Struts.............................................69

Disassembly and Inspection ........................................................................71Internal Components and Systems .............................................................73

Pumps ........................................................................................................73Clutches and Bands .................................................................................75Splines ........................................................................................................76Springs .......................................................................................................76Steel Plates .................................................................................................77Clutch Plates .............................................................................................77Drums and Apply Pistons ......................................................................78Clutch Assembly ......................................................................................78Clutch Pack Clearance .............................................................................79Bands ..........................................................................................................79Air Testing .................................................................................................80Servo Assembly ........................................................................................81

ConTenTs

Page 1074: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

4 082508 © 2008 ATRA. All Rights Reserved.

Accumulators ............................................................................................82Gear Train .................................................................................................82Planetaries .................................................................................................82Drive Chains and Sprockets ...................................................................84Differentials ...............................................................................................85Case ............................................................................................................86Parking Pawl .............................................................................................87Bushings ....................................................................................................88Thrust Washers and Bearings ................................................................89Shafts ..........................................................................................................90Oil Control Rings .....................................................................................91One-Way Clutches ...................................................................................92

Assembly and Checks ..................................................................................95Torque Converter .....................................................................................96Endplay, Preload and Clearances ..........................................................97Air Testing .................................................................................................98Bolt Torque ................................................................................................99

Road Testing and Delivery ........................................................................100Road Testing Procedures ......................................................................100Computer Retraining .............................................................................100

Final Checks .................................................................................................101

Page 1075: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 5

Program IntroductionWelcome to the ATRA Certification Prep Guide! This guide was de-veloped to help you recognize any weaknesses in your technical un-derstanding of automatic transmissions, so that you could focus your studies to help you pass the ATRA Certification program.But even more than that, its ultimate goal is to help you improve your overall understanding of automatic transmissions, to help you do a better job where it counts: in the shop.A look at the contents page might lead you to believe that this is a complete transmission training program. It isn’t. The information here is generally brief, and was created strictly to offer an overview on the subject matter. The idea was to help you recognize the issues consid-ered important for diagnosing and repairing today’s transmissions. If you’re comfortable with your understanding of those issues, you should have no problem with the ATRA Certification Test, or with the day-to-day requirements of your work in the shop.On the other hand, if you find yourself unfamiliar with some of the information here, you owe it to yourself to dig deeper, to learn more about that subject, until it’s a part of your basic understanding of trans-mission technology.To aid you in that quest, there are a number of specialized manuals available through the ATRA BookStore, including:• Hydraulic FunDamentals by Dennis Madden• Road Testing for Results by Dennis Madden• Building Blocks of Electrical Diagnosis by Steve Bodofsky

And don’t forget to look through the back issues of GEARS Magazine, available on line at www.atra.com. Virtually all of the concepts dis-cussed in this guide have been covered in depth in GEARS.Once you have a strong understanding of these concepts, you should have no problem passing the ATRA Certification… or with your regu-lar work in the shop. Transmission Theory“I don’t care how the transmission works; I just want to know how to fix it!” Too many transmission technicians share this point of view. It’s a mistake… and a costly one at that.Failure to understand the principles behind transmission operation puts them at the mercy of the manufacturer or another information source. Since they don’t understand how the transmission is supposed to work, they can never analyze a problem on their own. They only chance they have to solve a transmission problem is if someone else has seen it, and can tell them what to replace. That’s not a technician: That’s a parts changer.

Page 1076: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

6 082508 © 2008 ATRA. All Rights Reserved.

Because of their lack of understanding, they’ll sell more unnecessary work, and waste more time on problems than a technician who can understand and reason out those problems. They’ll depend largely on technical hotlines to bail them out when they get in over their heads.Any diagnostic procedures they perform will be hit-or-miss, rather than targeted to the condition, based on a logical approach to the prob-lem. And it’ll show up in their bottom line.This is why it’s so important to understand not just how to fix a trans-mission, but how it’s supposed to work. With that knowledge, you’ll run into fewer problems, and you’ll be better able to isolate and diag-nose them when they do show up.

Page 1077: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 7

Mechanical TheoryEvery transmission has one, simple purpose: To send torque from the engine to the wheels. Of course, the torque required varies with driving conditions: From a stop, you need more torque and less speed to get the car moving for-ward. At highway speeds you need less torque and more speed.To accommodate the constant changes in torque demand, the transmis-sion offers different gear ratios. Lower gear ratios provide more torque and less speed, while higher ratios offer less torque and more speed.Most manual transmissions create these different gear ratios by using different gear sets for each gear ratio.

In low range, the drive gear will be very small, while the driven gear will be large. This allows the drive gear to turn more times than the driven gear, providing more torque and less speed.In higher gear ranges, the drive gear will be larger than the driven gear. The drive gear turns fewer times than the driven gear, so you get less torque and more speed.At one point, usually third gear, the drive and driven gear are the same size. Both turn the same number of times, creating a one-to-one (1:1) ratio. This is called direct drive. Many manual transmissions don’t even use gears for direct drive: They just lock the input shaft to the output shaft.

Page 1078: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

8 082508 © 2008 ATRA. All Rights Reserved.

Gear RatiosGear ratios are calculated by dividing the output gear by the input gear. In a common differential arrangement you’ll divide the ring gear by the pinion. So a differential with a 60-tooth ring gear and a 20-tooth pinion will have a 3:1 gear ratio. This means the pinion will turn three times for every time the ring gear rotates once.

Automatic transmissions don’t have separate gears for each range. In-stead, they use gearsets, consisting of a sun gear, a planetary assembly, and a ring gear. By holding one component and turning another, you create a gear range.For example, if you hold the planetary assembly and turn the sun gear, the ring gear provides an output ratio; the specific ratio depends on the number of teeth on each component of the planetary gearset.By turning any two components together, the planetary gearset is locked into direct drive.

Page 1079: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 9

Planetary gear ratios follow the same rules but the math is a bit more complicated. There are a few rules that all planetary geartrains fol-low. There are three components to a common planetary gear set: The planet itself, a sun gear, and a ring gear. To achieve an overdrive ratio, the planet becomes the input and either the sun gear or ring gear is held stationary. The most common applica-tion uses a stationary sun gear; the output is the ring gear. To achieve gear reduction, the planet provides the output. As is the case with the overdrive arrangement, one of the other components (sun gear or ring gear) is held stationary. The remaining component is the input.Reverse is accomplished by holding the planet. Either the ring gear or sun gear can provide the input. The remaining gear will provide the output.

Clutches and BandsSo how do we hold and turn different components in the gearset? This is where the clutches and bands come in. These are friction components that are splined to connect to various components in the gearset. By applying and releasing the clutches or bands, the transmission can hold or turn different parts of the gearset.

MeChAniCAl TheoRy

Page 1080: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

10 082508 © 2008 ATRA. All Rights Reserved.

Clutches can either be driving components or holding components. As a driving component, the clutch is connected to the input shaft, rotating with the torque converter. When applied, the driving clutch rotates a geartrain component.

A holding clutch is connected to the transmission case. When it ap-plies, it holds the component from rotating.Bands are always holding components; bands and holding clutches are sometimes called brakes, because they brake the component rather than drive it.

Clutches and bands are controlled with a pressurized fluid; the trans-mission hydraulic controls direct the fluid to the clutch piston or band servo. The pressurized fluid forces the piston or servo to apply, caus-ing the clutch or band to squeeze against the mating components. This is called applying the clutch or band.A third type of holding component is the one-way clutch, which will usually be either a sprag or roller clutch. These devices allow a compo-nent to rotate one way but not the other, similar to a ratchet. One-way clutches don’t have to be applied; they’re always on. One-way clutches are only useable where the component is only supposed to rotate in one direction; never in the other.

Page 1081: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 11

The impeller is connected directly to the engine crankshaft; the turbine connects to the transmission input shaft. When the engine is running, the impeller picks up the transmission fluid and slings it into the tur-bine. This fluid movement gets the turbine spinning, which provides the torque to drive the transmission input shaft.As the oil passes through the turbine, it enters the stator. The stator is a locked set of fins that redirects the oil, so that it flows in the same direction as impeller rotation. This keeps fluid exiting the turbine from dragging against the converter, and is what makes the torque convert-er efficient.The stator is splined to the stator support through a one-way clutch. If the one-way clutch breaks free, the vehicle will lose power on accelera-tion. If the clutch seizes, the vehicle will seem to drag or hold back at highway speeds.Most torque converters today include a lockup clutch. This clutch applies when the vehicle load is low and the road speed is high, lock-ing the engine and transmission together. This eliminates any slip between the engine and transmission. While this does improve gas mileage slightly, the primary reason for the torque converter clutch is to prevent heat from being generated in the torque converter. A failed or disconnected converter clutch will often cause the transmission to overheat and fail.

MeChAniCAl TheoRy

Torque ConvertersThe torque converter is an advanced type of fluid coupling that con-nects the engine and transmission. This fluid connection allows you to come to a full stop without mechanically disengaging a clutch; the slip in the torque converter lets the engine keep running, even though the wheels are fully stopped.The three main components in a torque converter are the impeller, the turbine and the stator.

Page 1082: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

12 082508 © 2008 ATRA. All Rights Reserved.

Overview of Transmission OperationThe hydraulic system of an automatic transmission begins with the pump and main regulator. The pump and main regulator provide pressure for converter charge and geartrain lube, as well as all other hydraulic circuits that eventually control the friction elements for each gear range.The main regulator output is determined by the working area of the valve and the tension of the spring. Most systems also incorporate some type of boost system to vary line pressure based on engine load, usually through a boost valve or by varying balance pressure on the regulator.Shift and engagement feel are largely determined by line pressure, but are also determined by accumulators, feed orifices, friction material, steel plate surface area, fluid type, cushions in the drums or servos, and clutch apply timing. Higher line pressure provides firmer clutch engagement.

Page 1083: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 13

Hydraulic ControlsMost transmissions control clutch apply and shifts through a series of valves. These valves control fluid flow through the transmission.It starts with the manual valve, which redirects mainline pressure based on the gear range selected. That fluid applies the initial clutches for first gear or reverse. From there, a series of shift valves determines the specific gear range, based on road speed and load.Early, fully-hydraulic transmissions used a governor to provide a road speed signal, and a throttle valve (TV) to provide a load signal. Pres-sure from the governor would increase with vehicle speed.

That governor pressure would apply to one side of the shift valve, while throttle pressure would apply to the opposite side, backing up the shift valve spring. When governor pressure overcame the combina-tion of the shift valve spring and TV pressure, the shift valve would stroke. This redirected oil pressure to the clutches or bands necessary for the transmission to shift into the next gear range.

Overview Of TransmissiOn OperaTiOn

GOvernOr pressure

Page 1084: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

14 082508 © 2008 ATRA. All Rights Reserved.

Virtually all of today’s transmissions are controlled electronically. The vehicle computer measures road speed using a vehicle speed sensor (VSS), and engine load by measuring engine vacuum or flow through the intake manifold. The computer then determines the transmission shift points, and controls the shifts by energizing or de-energizing a series of solenoids. These solenoid usually supply pressure to the shift valves, stroking the valves and shifting the transmission.Some computer systems also control mainline pressure through a sole-noid, by creating a pulsed, duty-cycled signal to adjust the position of the solenoid pintle. This creates a metered leak in the pressure from the pump, controlling mainline pressure. For a more detailed view of transmission hydraulic operation, pick up a copy of Hydraulic FunDamentals, available from the ATRA BookStore.

Page 1085: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 15

Checkballs and OrificesFeed orifices control the rate that oil flows to a shifting element, such as a clutch or band. In almost all cases, the feed orifice will be located in the valve body separator plate. In simplest terms, increasing the size of the orifice makes the clutch apply firmer, while decreasing the ori-fice makes the apply softer. There are other considerations regarding orifice size, but this is a generalization of its function.

Checkballs are commonly found in most automatic transmissions. There are two common applications: bathtub and orifice. A checkball in a bathtub allows two circuits to feed a common element or other system by sealing off the circuit that isn’t in use.An orificing checkball is part of a shift-feel system that forces oil through an orifice in a separator plate while the oil flow moves in one direction. When the oil flows in the opposite direction, it pushes the checkball off its seat, allowing full flow through the separator plate.

oveRview of TRAnsMission oPeRATion

AccumulatorsAccumulators work like a controlled leak, lowering pressure to the shifting element while the accumulator is moving. Accumulator speed is controlled by a spring, combined in many cases with pressure that’s applied to a contained area of the accumulator piston. Regardless of what’s used to control the accumulators speed during the shift, one common rule applies: The faster an accumulator strokes during the shift, the softer the shift will be. The slower the accumulator strokes during the shift the firmer the shift will be.Changing the spring tension on an accumulator will change shift feel (softer or firmer). The effect of the change in spring tension depends on which side of the accumulator the spring resides:

Page 1086: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

16 082508 © 2008 ATRA. All Rights Reserved.

Shift Feel and Shift TimingFriction material, drum or steel plate surface, and ATF type can have a major effect on shift quality. Chatters, slide-bumps, and harsh engage-ments and shifts can all be attributed to these components. The only way you can affect friction material and ATF type is to use the right (or wrong) frictions or ATF for the application.

If the accumulator compresses the spring during the shift, a heavier spring will make the shift firmer.If the spring relaxes during the shift, a heavier spring will make the shift softer.One contradiction to this is if the accumulator strokes too fast; the shift may not complete until the accumulator bottoms out, at which point all accumulation stops and you get a bump at the end of the shift. This is commonly referred to as a slide-bump shift and is often misdiagnosed as a harsh shift.

Page 1087: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 17

FormulasYou can determine the output pressure of a simple regulator by divid-ing spring force (at working height) by the working area of the regula-tor valve. So, a pressure regulator valve with a working area of 0.250” and a 10 lb spring will create an output of 40 PSI (10 ÷ 0.25 = 40).

For a number of years, many technicians sanded the steel and drum surfaces to affect shift quality. This isn’t a good idea; not only will sanding the contact surfaces reduce the life of the friction material, but it can cause adverse shift quality conditions.In most cases, you should replace the steel plates with the frictions; in some cases you’ll be able to get away with reusing the old steel plates without sanding them. Always check the drum surface where the band rides: It should be straight and smooth. If it’s worn or damaged, re-place the drum.

oveRview of TRAnsMission oPeRATion

Page 1088: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

18 082508 © 2008 ATRA. All Rights Reserved.

Electrical Systems OperationThe introduction of electrical controls to transmission operation has created an entirely new set of requirements for today’s transmission technician. It’s no longer enough to understand how the valves or clutches work; you need to understand advanced electrical concepts.These concepts include:• Current flow• Pulse width modulation and duty cycle• AC generation• Hall Effect• Ohm’s Law

… and many more.What’s more, many of the testing procedures have changed. Gone is the simple test light and analog volt-ohmmeter: Today’s technician needs to be versed in using a digital multimeter, and preferably a lab scope to measure the variety of signals in today’s transmission control circuits.

Page 1089: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 19

• Pressure control solenoids — variable bleed solenoids controlled by a variable electrical current. As current increases, pressure de-creases.

The computer then uses those signals to control the solenoids that con-trol transmission operation. In most cases those solenoids include:• Shift solenoids — open or close to control a hydraulic signal to

operate the shift valves.

Overview of Electrical ControlsWhile each manufacturer has its differences, most of today’s electroni-cally controlled transmissions have one thing in common: They use a series of solenoids to control shift operation. And those solenoids are controlled by a computer, which creates its signals based on inputs from various sensors around the vehicle.In general, those sensors provide the same signals for transmission operation as were used in the older, hydraulically controlled transmis-sions: vehicle speed and engine load.

Page 1090: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

20 082508 © 2008 ATRA. All Rights Reserved.

The control signal to the pressure control solenoid is a duty cycled sig-nal. That is, it’s a pulsed signal with a constant frequency. What chang-es is the ratio of signal on-time to off-time. A 50% duty cycle signal is on half of the time and off half of the time. A 75% duty cycle signal is on 3/4ths of the time, and off 1/4th of the time. The number of pulses per second remains the same, regardless of conditions.

A number of manufacturers are now controlling the clutch apply circuit directly through the solenoids, instead of using the solenoid to operate a shift valve. This system first appeared on Chrysler’s 41TE, and is slowly becoming a trend in transmission control.Solenoids are nothing more than an electrically-controlled valve. When current is flowing to the solenoid, the solenoid energizes; when the cur-rent is off, it de-energizes.Some solenoids are normally closed; that is, the valve is closed when the solenoid is de-energized, and opens when current is flowing.Other solenoids are normally open; the valve is open when the sole-noid is de-energized, and closed when current is flowing.Pressure control solenoids are always normally closed; they bleed off pressure as current applies. The more current applied, the more pres-sure they bleed off. When the solenoid is de-energized, the solenoid closes, keeping pressure at maximum. This is done to make sure, if the computer or circuit loses power, the transmission operates at high pres-sure, so it won’t burn up.

• Shift modification solenoids — these vary widely based on manu-facturer. Some override pressure control during the shift to pro-vide smoother shift feel. Others adjust shift overlap, or prevent conflicting clutch application.

Page 1091: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 21

Electrical Formulas and PrinciplesThere are a number of important principles you’ll need to be familiar with when diagnosing electrical circuits. Of these, probably the most important are Kirchhoff’s Laws of Current and Voltage, and Ohm’s Law.Kirchhoff’s Law of Voltage — Voltage drop in a circuit will increase

proportionately with resistance. When added together, the sum of the voltage drops in a circuit will equal the voltage drop for the en-tire circuit. There will be no voltage left over.

It’s this law that provides us with the basis for the voltage drop test. And it proves that, if you see any voltage on the ground side of a circuit, it means there’s unwanted resistance in that circuit.

Kirchoff’s Law of Current — The total current that goes into a junc-tion is equal to the total current that comes out of a junction. There is no extra current, and none is lost.

This is the law that provides us with the basis for being able to mea-sure current anywhere in a circuit, as the current will be the same whether we measure it at the positive post of the battery, the nega-tive post, or anywhere in between.

Ohm’s Law — The current in a circuit is directly proportional to the applied voltage, and inversely proportional to the circuit resistance.

This is the law that gives us the direct relationship between volts, amps and ohms, and proves that, if we know any two values in a circuit, we can easily determine the third:

Amps x Ohms = VoltsVolts ÷ Amps = OhmsVolts ÷ Ohms = Amps

For an in-depth look at these laws and how they affect electrical diag-nosis, pick up a copy of The Building Blocks of Electrical Diagnosis from the ATRA BookStore.

Page 1092: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

22 082508 © 2008 ATRA. All Rights Reserved.

Basic Electrical Test ProceduresThere are several electrical test procedures you should be familiar with to diagnose today’s electronically-controlled transmissions:

Voltage CheckMeasuring the voltage between two points in a circuit. To perform a

voltage drop check:• Connect your meter’s negative lead to the negative-most part of

the circuit.• Connect your meter’s positive lead to the positive-most part of the

circuit.• Set your meter to measure volts.• Read the voltage measurement on the display.

Voltage Drop TestIn a voltage drop test, you’re looking for any sign of unwanted or un-

planned resistance in the circuit. This is based on Kirchhoff’s Law of Voltage. To perform a voltage drop test:• Connect your meter’s negative lead to the negative-most part of

the circuit.• Connect your meter’s positive lead to the positive-most part of the

circuit.• Set your meter to measure volts.• Load the circuit to its maximum levels.• Read the voltage measurement on the display.

By moving the positive probe along the circuit and rechecking the volt-age drop, you can pinpoint unwanted resistance in the circuit.

Resistance TestA resistance test is the measurement of resistance in a circuit or com-

ponent, measured in ohms. To perform a typical resistance test, you must isolate the circuit or component from the rest of the wiring har-ness, to prevent a backfeed through the circuit.• Isolate the circuit from the rest of the wiring harness.• Make sure the circuit is powered down completely before check-

ing the resistance.• Set your meter to ohms.

Page 1093: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 23

• Connect your meter’s leads to one another, and zero the meter (critical on low resistance measurements).

• Connect one meter lead to one end of the circuit; the other lead to the other end.

• Read the resistance on the display. The one problem with a resistance measurement is most circuits’

resistance will change when energized. This is why it’s usually pref-erable to measure circuit resistance indirectly, by measuring voltage and amperage, and calculating resistance using Ohm’s Law.

Amperage TestAn amperage test measures the current flow through a circuit. There

are two common ways to do this: one is to connect your meter in series with the circuit and measure the amperage directly. A second, easier way is to use a current clamp connected to your voltmeter, which measures the magnetic field around the wire and translates that into an amperage reading.

Frequency MeasurementFrequency is the number of pulses or cycles in an electrical circuit ev-

ery second, measured in Hertz (Hz). A measurement of one Hertz is one cycle per second; 100 Hz is one hundred cycles per second, and so on.

To measure the frequency of a signal:• Connect your meter negative lead to a good ground.• Connect your meter positive lead to the signal wire.• Set your meter to measure frequency.• Read the frequency measurement on the display.

Duty Cycle MeasurementA variable duty cycle signal is a pulsed signal that varies the duration

of on-time relative to the length of a complete cycle. So if the signal is on half the time and off half the time, the duty cycle is 50%. If it’s on 3/4ths of the time and off 1/4th of the time, it has a duty cycle of 75%. How you connect your meter to measure the duty cycle de-pends on whether the circuit is ground controlled or feed controlled.

Most digital meters provide a duty cycle measurement capability. But some duty cycled signals aren’t simply on-off signals; many are current limiting. A common example is the pressure control signal on a KM transaxle. The only way to measure these signals accurately is with a scope.

BAsiC eleCTRiCAl TesT PRoCeduRes

Page 1094: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

24 082508 © 2008 ATRA. All Rights Reserved.

Overview of Computer ControlsThe computer system that controls today’s transmissions operates based on a series of inputs from around the vehicle. These inputs come from switches or sensors, and provide the computer with the data it needs to control engine and transmission operation. In most cases you’ll need a scan tool to gather diagnostic trouble codes and monitor switch and sensor circuit information.The manual lever position (MLP) sensor provides a digital signal that indicates the gear selector position. The manual lever position sensor is actually a series of switches that creates a pattern of on and off signals to the computer. From those signals the computer can determine the exact gear range the driver has chosen.Pressure switches either complete or open an electrical circuit. These switches open or close based on applied pressure; they either ground a circuit to operate a specific device, or they open or close to provide a signal to the computer. In early TCC controls, a grounding switch was tapped into governor pressure to energize the TCC solenoid when governor pressure was high, indicating vehicle speed was high enough to handle lockup. Other grounding type switches are used to tell which gear is operating or to operate the backup lights.A potentiometer is a type of computer sensor. Rather than opening or closing a circuit, a potentiometer controls the circuit voltage by vary-ing its resistance. A throttle position sensor (TPS) is a potentiometer. It sends very low voltage to the computer when the throttle is closed; the voltage signal increases as the throttle opens. Other potentiometers may include the MAP, vacuum or BARO sensors. Most potentiometers receive a reference voltage of 5 volts.Vehicle speed sensors provide road speed to the computer. There are several types of speed sensors:• Alternating Current (AC) generators• Reed-style mechanical sensors• Hall Effect sensors• Optical sensors• Magnetoresistive sensors

Page 1095: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 25

Regardless of the type of sensor, each of these sensors creates a volt-age signal that varies with vehicle speed. The computer uses this signal to measure vehicle speed, to control transmission shift patterns and lockup operation.Temperature sensors are usually thermistors: electronic devices that change resistance based on temperature. Most are negative tempera-ture coefficient (NTC) thermistors; that is, their resistance goes down as temperature increases. The computer uses temperature sensor sig nals to vary engine and transmission operation based on temperature.

oveRview of CoMPuTeR ConTRols

Page 1096: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

26 082508 © 2008 ATRA. All Rights Reserved.

Code ChecksMost computer system diagnoses begin with checking for diagnostic trouble codes (DTC). These codes indicate computer system failures that the computer has identified, and can help you target your diagno-sis more accurately.In most cases you’ll need an up-to-date scan tool to read and clear diagnostic trouble codes. Very few systems are left that allow you to short a terminal and count the flashes.There are several important things to remember about codes:1. Codes don’t necessarily indicate a faulty component. For example,

while a TPS code could indicate a bad TPS, it might just as easily indicate a problem in the TPS circuit, or sometimes even in an unre-lated circuit that shares a common ground. Always use the codes to direct your diagnosis; never assume the diagnosis based on the code.

2. Codes can be either hard or soft. Hard codes indicated problems that are there now, and will reset the code repeatedly. Soft codes are those that are stored in memory, and may indicate an intermittent problem, or even a problem that was repaired without clearing the codes.

This is why, whenever you’re checking the computer system, you should:• Check and record any codes in memory.• Clear the codes.• Drive the vehicle again, and see if any codes reset.

Any codes that reset indicate hard codes, which should be fairly easy to track down and diagnose. Codes that don’t reset may be either inter-mittent problems, or they may not be there at all: Someone may have corrected the problem and just forgot to clear the code.In either case, keep the codes on record, and explain the situation to the customer. Ask him to pay attention to the driving conditions if the malfunction indicator lamp (MIL) comes on again, to help you diag-nose the problem.

Page 1097: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 27

Inside or Outside?The key to transmission diagnosis today can be summed up in three words: inside or outside? Is the problem inside the transmission, or outside, somewhere in the rest of the vehicle? This should be your first consideration during any transmission diagnosis.To determine whether you’re looking at an internal or external prob-lem, you’ll usually require three basic test procedures:1. Check the computer codes.2. Check the computer control signals to the transmission.3. Try to shift the transmission with a shift controller.If the signals to the transmission are okay, but the transmission isn’t working properly, there’s a good chance you’re looking at an internal problem. To reinforce that, you’ll want to try to force the shift using re-placement signals from a shift controller. If the transmission still won’t shift, you can be fairly certain the transmission is at fault.If the transmission shifts properly from the shift controller, but the signals from the computer aren’t correct, more than likely you’re look-ing at a computer system problem. Always take care of those problems before removing the transmission for repair.There is one condition that can cause some difficulty here: Some in-ternal problems can affect the signals to the computer system. These include problems with speed sensors, pulse generators, pressure switches and so on.If the transmission has a problem that affects these signals, it may prevent the transmission from operating properly from the computer system, but still seem to shift using a shift controller. In that case, you may still be dealing with an internal problem, and have to remove the transmission to repair the problem.

Page 1098: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

28 082508 © 2008 ATRA. All Rights Reserved.

Diagnostic StrategiesCustomer ContactOne of the most important steps in any diagnosis is verifying the com-plaint; you can identify and repair a hundred different problems, but if you didn’t fix the customer’s complaint, you didn’t fix the car.The customer walks through the door, and says, “I’d like to have my car’s transmission serviced.” Sounds simple enough, doesn’t it? You write up the car, and send the customer on his way.Not so fast: Before you accept any service work from a customer, the first question that should come to mind is, “why?” Why does the customer want his transmission serviced? Is it just time, or is there a problem he’s hoping a service will correct?This is a critical consideration, because once you perform the service, any problems with that transmission are yours… at least, in the cus-tomer’s mind. As far as he’s concerned, you did the service, and he has a problem. The fact that the problem was there before the service quickly fades from memory.Once you’ve discovered why the customer’s there, next you need to determine when and where that problem shows up. You can use a simple acronym to learn the details of just about any diagnostic prob-lem: TAC — Time, Action and Conditions:Time is basically how long the car’s been driving before the problem

shows up. Does it begin as soon as you start the car? After you’ve been driving it for awhile? How long? Does it ever go away? How long do you have to drive before it goes away?

Action is what was taking place when the problem appears. Accelerat-ing or decelerating? Constant cruise? During a shift? Climbing or going down a hill? Turning? Braking?

Conditions are whatever’s happening around the car when the prob-lem occurs. Is it hot or cold out? Sunny or rainy? Windy? How about the traffic; is it light or heavy? Is the car loaded down or is the cus-tomer the only one in the car?

Some of this information might have absolutely no bearing on the di-agnosis. But sometimes even the most obscure tidbit can provide a real clue as to the cause of the problem.

Page 1099: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 29

Visual InspectionOne of the first steps in examining any vehicle problem is to perform a visual inspection. Look for anything obvious …anything out of the ordinary. Many problems will require an in-depth diagnosis; others will jump right out at you.You’ll be amazed at the number of times you can correct a problem simply by repositioning the floor mats, or removing some debris that’s sitting on the intake manifold, blocking the throttle linkage.Other types of obvious conditions might include a wire or connec-tor that’s become disconnected, and is just hanging off in space. Or a crimped cooler line, or even a wiring harness that was caught between the bellhousing and the block.Many a repair has been avoided by a simple visual examination… and many a transmission has been disassembled for no reason, because someone forgot to have a look around first.

Fluid Level and ConditionLow fluid levels can cause low pressures, which will cause a slip be-tween shifts. Check the fluid condition while checking the fluid level. Examine the fluid carefully.If the fluid’s low, the problem could be a leak. Check the transmission case, sump and cooler lines for evidence of leaks. If the transmission uses a vacuum modulator, check the vacuum line for signs of fluid; the modulator diaphragm may be leaking fluid and into the vacuum line. From there, the engine will suck the fluid into the engine, burning away all evidence of the leak.

diAGnosTiC sTRATeGies

Page 1100: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

30 082508 © 2008 ATRA. All Rights Reserved.

The normal color of automatic transmission fluid (ATF) varies by manufacturer. If the fluid is dark brown or black and has a burnt odor, the fluid overheated.A milky color indicates engine coolant has been leaking into the trans-missions cooler in the radiator. While a rebuild will be necessary, it’s critical to repair the source of the coolant leak, or the problem will just be repeated.After checking the fluid level and color, wipe the dipstick with a white paper towel and check the residue:• Dark particles are normally band and clutch material.• White, silvery particles are normally caused by worn metal parts,

such as the pump or clutch drums.• Brass or bronze metal particles indicate worn bushings or thrust

washers.If you can’t wipe the dipstick clean, it’s probably coated with varnish caused by fluid oxidation. Varnish or other heavy deposits indicate the

Good CleAn fluid AGed fluid

BuRnT fluidvARnished fluid

Page 1101: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 31

need to change the transmission fluid and filter. Severely varnished fluid may indicate the transmission is worn out and needs to be re-built.Low fluid levels can cause a variety of problems. Air can be drawn in the oil pump’s inlet circuit and mixed with the fluid. This will aerate the fluid, causing slow pressure buildup and low or erratic pressures, which will cause a slip between shifts. Air in the pressure regulator valve will cause a buzzing noise when the valve tries to regulate pump pressure.Excessively high fluid levels can also cause aeration. As the planetary gears rotate in high fluid levels, air can be forced into the fluid. Aer-ated fluid can foam, overheat and oxidize. All of these problems can interfere with normal valve, clutch and servo operation. Foaming may be evident by fluid leaking from the transmission vent.

Linkage and Vacuum ControlsMechanical or vacuum control problems can contribute to shift prob-lems. Always check the condition and adjustment of the various link-ages and cables whenever you’re faced with a shift problem.Make sure the manual and throttle linkages or cables are adjusted properly. Look for any worn bushings or pivots that can affect adjust-ment or travel. Even a small amount of wear can have a dramatic effect on transmission operation.Work the throttle linkage or cable all the way through its travel; look for any sign of binding or kinks. Make sure the linkage returns all the way to its at-rest position, without having to push it back into place.On vehicles that use a modulator, a problem in the modulator or its vacuum source can cause upshifts to occur at the wrong speeds or not occur at all. Make sure you have the proper modulator on the vehicle, and that the vacuum hose and line are in good condition, without any kinks or cracks that could affect the vacuum source.If the vacuum readings at the modulator are normal, it indicates there are no vacuum leaks in the line and the engine is in satisfactory condi-tion.If you find transmission fluid in the vacuum line to the modulator, the vacuum diaphragm in the modulator is leaking; replace the modula-tor. To verify this, apply a vacuum to the valve with a handheld pump. The valve usually won’t hold vacuum if the diaphragm is leaking. If the problem seems to be modulator-related but the vacuum source, vacuum lines, and vacuum modulator all check out okay, the modula-tor may need to be adjusted.

diAGnosTiC sTRATeGies

Page 1102: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

32 082508 © 2008 ATRA. All Rights Reserved.

Check Computer CodesThe next step in any transmission diagnosis should be to check the computer system for codes. These codes can help you identify com puter system problems that can be directly related to transmission problems.In most cases you should be able to verify a code by checking the sig-nal from the indicated circuit through your scan tool. For example, a vehicle speed sensor code could easily indicate a problem that affects transmission operation. Record all codes in memory, then clear the codes and see if any return. If the code returns immediately, it means you’re dealing with a hard code; that is, a condition that’s there now, and should be easy to trace and diagnose.Codes that don’t return could be residual memory, from a problem that was corrected before, or they could be soft codes. Soft codes in-dicate intermittent problem that aren’t there right now. They may be difficult to find until they return.

Road TestsAssuming the vehicle drives, the next step in the diagnosis should be to perform a diagnostic road test. This is where you drive the vehicle and try to verify the customer’s complaint.In most cases, you’ll want to monitor the computer signals to the trans-mission, and keep an eye on certain computer system operation during your road test. For this, you’ll need a signal monitor connected to the transmission solenoid control wires and a scan tool. Try to duplicate the customer’s complaint while driving the vehicle and monitoring the computer signals. The object is to see whether the problem is inside or outside the transmission; that is, whether it’s be-ing caused by a transmission problem (inside) or a computer system problem (outside).If the signals are correct but the condition persists, the problem will usually be internal. If the signals aren’t correct while the problem oc-curs, look for an external cause.

Pinpoint Diagnostic ProceduresDiagnostic trouble codes don’t necessarily mean a component needs replacement. They’re strictly an indication of a problem in one of the computer circuits. Once you have a code, you still need to identify the specific failure. That’s where pinpoint diagnostic procedures come in. A code may indicate the signal voltage is below range for a sensor or component. It could be due to a bad sensor, or it could be because of a loose or corroded connection in the sensor feed, sensor ground, or the signal wire. Or maybe there’s a short in one of the circuits. Or a misad-justed component. Any of these conditions can pull the sensor signal below range.

Page 1103: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 33

This is where pinpoint diagnosis comes in. The code was just a pointer indicating which circuits to check. From there you have to check signal voltages and circuit resistances, to identify the root cause of the failure.The most important consideration is understanding the circuits: How they’re wired, how they work, and what type of signal you should expect when they’re working correctly. From there you can work out exactly what type of checks and tests will reveal the source of the prob-lem.

Pressure TestsIn some cases, a pressure test will be a valuable tool for identifying specific transmission problems. This test allows you to measure the fluid pressure in the different transmission circuits during various operating gears and gear selector positions. The number of hydraulic circuits that can be tested varies with each make and model.Most transmission problems can be identified without conducting a pressure test, so you should never begin your diagnosis with a pres-sure test. A pressure test has its greatest value for diagnosing rough shifts or improper shift timing. Both of these problems may be caused by excessive line pressure, which can be verified by a pressure test.During a road test, observe the starting pressures and whether the pressure increases steadily with slight increases in engine load. Pay attention to how much the pressure drops as the transmission shifts. On most units, the pressure shouldn’t drop more than 15 PSI between shifts, and should recover as soon as the shift is complete.

diAGnosTiC sTRATeGies

Page 1104: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

34 082508 © 2008 ATRA. All Rights Reserved.

Any pressure reading that isn’t within specifications indicates a prob-lem:• If pressures are low, look for an internal leak, a clogged filter, low

oil pump output, or a faulty pressure regulator valve.• If pressure increases at the wrong time or the pressure isn’t high

enough, look for sticking valves or leaking seals.• If the pressure drops more than 15 PSI between shifts, look for an

internal servo or clutch leak.To get to most out of a pressure test, begin by measuring mainline pressure in all gear ranges and at three basic engine speeds: idle, me-dium throttle, and wide-open throttle (WOT). If the pressure in all operating gears is within specifications at idle, the pump and pressure regulators are working fine. If all pressures are low at idle, look for a problem in the pump, pressure regulator, filter, fluid level, or an inter-nal pressure leak.To identify the problem further, check the pressure in the various gears at medium throttle. If the pressures are within specifications, the prob-lem is usually a worn oil pump, but it may be an internal leak. Internal leaks are often more evident in a specific gear range because that’s when ATF applies the leaking circuit. If there’s a leak in a particular clutch circuit, pressure will drop in that gear range, or when the trans-mission operates in that gear.You can learn even more by observing the pressure change at wide-open throttle in each gear range. A clogged oil filter will normally cause a gradual drop at higher engine RPM, because the fluid can’t pass through the filter fast enough to keep up with the pump.If the pressure doesn’t change with the increase in engine RPM, look for a stuck pressure regulator, which allows pressure to build with in-creased engine RPM, but won’t provide the necessary boost pressures.If the pressures are high at idle, look for a faulty pressure regulator or throttle valve problem.If pressures are low at WOT, pull on the throttle valve (TV) cable or disconnect the vacuum hose to the modulator (where applicable). If this causes the pressure to rise to normal, the low pressure is caused by a faulty cable or a problem in the vacuum modulator or vacuum lines. If the pressures remain below specifications, the most likely cause is the pump or control system.If all pressures are high at WOT, compare the readings to those at idle. If they’re high at idle and WOT, look for a problem in the pressure regulator or throttle system.If the pressures are normal at idle and high at WOT, look for a problem in the throttle system.To verify a weak or worn oil pump, perform a stall test in reverse. If the pressures are low during this test but normal during all other tests, suspect a weak pump.

Page 1105: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 35

Stall TestA basic stall test involves locking the brakes, putting the transmission in gear, and momentarily opening the throttle all the way. Keep in mind that a stall test is only valid if you know the converter stall speed for that vehicle and engine. If the torque converter has been replaced, your results may be meaningless.CAUTION: Never hold the stall test for more than three seconds, to

prevent overheating the transmission.If the torque converter and transmission are functioning properly, the engine will reach the specified RPM. If the tachometer indicates a speed above or below specification, it indicates a possible problem in the transmission or torque converter. If you suspect a torque converter problem, you should remove it and check the stator one-way clutch with the converter on the bench.If the stall speed is below specifications, suspect a restricted exhaust or slipping stator clutch. If the stator one-way clutch isn’t holding, fluid leaving the turbine works against the rotation of the impeller and slows the engine. With either of these problems the vehicle will exhibit poor acceleration, either because of lack of power from the engine or because there’s no torque multiplication from the converter.If the stall speed is only slightly below normal, the engine probably isn’t producing enough power and should be diagnosed and repaired.If the stall speed is above specification, the bands or clutches in the transmission may be slipping.If the vehicle has poor acceleration but had good stall test results, sus-pect a seized one-way clutch. Excessively hot fluid is a good indication of a seized one-way clutch, but other problems can cause these same symptoms, so be careful during diagnosis.A normal stall test will generate a lot of noise, most of which is normal. But if you hear any metallic noises during the test, diagnose the source of these noises first. Operate the vehicle at low speeds on a lift with the drive wheels free to rotate. If the noises are still present, the source of the noise is probably the torque converter. The converter should be removed and bench tested for internal interference.

diAGnosTiC sTRATeGies

Page 1106: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

36 082508 © 2008 ATRA. All Rights Reserved.

Converter Clutch TestingNearly all late-model transmissions are equipped with a lockup torque converter. Most of these lockup converters are controlled by a comput-er. In most cases, the computer energizes the converter clutch solenoid, which opens a valve and allows fluid pressure to engage the clutch. Be careful diagnosing these lockup systems, because poor lockup clutch action can be caused by problems in the engine, electrical system, clutch, or torque converter.The key to diagnosing a lockup converter clutch is a thorough under-standing of how the system operates. Many of today’s vehicles use a pulsed solenoid to modify apply pressure and control converter clutch apply. Without a clear picture of the specific wiring and operation, you won’t be able to diagnose the converter clutch operation accurately.Lockup clutch engagement should be smooth. If the clutch engages early or isn’t receiving full pressure, you could experience a shudder or vibration caused by the clutch rapidly grabbing and slipping. The clutch begins to lock and then slips because it can’t hold the engine’s torque to complete the lockup. The capacity of the clutch is determined by the oil pressure applied to the clutch and the condition of the fric-tion surfaces of the clutch assembly.If the shudder is only noticeable during lockup clutch engagement, the problem is typically in the converter. When the shudder is only evi-dent after the engagement, suspect a problem in the engine, transmis-sion, or another driveline component.Identifying the source of the shudder can be difficult, because the torque converter clutch tends to load the engine, so many ignition misfires only occur when the converter clutch is applied. One way to identify whether you’re dealing with a converter clutch shudder is to add a friction modifier to the transmission fluid; if the shudder feels different after adding the friction modifier, the problem is probably in the converter clutch.When converter clutch apply pressure is low and the clutch can’t lock firmly, it’ll cause a shudder. This may be caused by a faulty clutch solenoid valve or its return spring. The valve is normally held in posi-tion by a coil-type return spring. If the spring loses tension, the clutch will be able to engage prematurely. Since there’s insufficient pressure available to hold the clutch, the clutch begins to grab and slip, creating a shudder. If the solenoid valve or return spring is faulty, you’ll need to replace it along with the torque converter.All torque converter clutch (TCC) control tests should begin with a ba-sic inspection of the engine and transmission. Apparent transmission and torque converter problems are often caused by engine mechanical problems, broken or incorrectly connected vacuum hoses, or improper ignition timing or idle speed.

Page 1107: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 37

Once you’ve established the problem is in the TCC, perform a basic inspection of wires and hoses; look for burnt spots, or bare, damaged or pinched wires. Make sure the harness to the computer has a tight, clean connection.Check the source voltage at the battery before beginning any detailed test on any electronic control system. If the voltage is too low or high, the electronic system won’t function properly.On early TCC-equipped vehicles, lockup was controlled hydraulically. A switch valve was controlled by two other valves. The lockup valve responded to governor pressure and prevented lockup at speeds below 40 MPH (64 km/H). The failsafe valve responded to throttle pressure and permitted lockup only in high gear. Poor converter clutch opera-tion could be caused by engine, electrical, clutch, or torque converter problems.The converter clutch on later vehicles is almost completely electronical-ly controlled. The computer operates a solenoid that controls hydraulic flow through a circuit; that circuit controls a valve, which controls the operation of the converter clutch.Before the lockup clutch applies, the vehicle must be traveling at or above a certain speed. The vehicle speed sensor (VSS) sends a vehicle speed signal to the computer, which the computer uses to determine when it’s time to energize the converter clutch solenoid.In most cases, the converter clutch isn’t supposed to be able to engage when the engine is cold. The engine coolant temperature (ECT) sensor provides the computer with a temperature signal. The computer won’t activate the converter clutch solenoid until the engine reaches normal operating temperature. During sudden deceleration or acceleration, the converter clutch should disengage. One of the sensors used to tell the control computer these driving modes is the throttle position sensor (TPS). Another type of load sensor is the manifold absolute pressure (MAP) sensor, or the mass airflow (MAF) sensor. The computer may use any of these sensor signals to control converter clutch operation.Some transmissions use a third or fourth gear switch to signal the com-puter when the transmission is in a high enough range to allow lock-up. A brake switch is used in some circuits to disengage the converter clutch when you apply the brakes. Inspecting these key sensors should be part of any converter clutch diagnosis.

diAGnosTiC sTRATeGies

Page 1108: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

38 082508 © 2008 ATRA. All Rights Reserved.

Electrical TestsThe first step in any electrical diagnosis should always be to check the battery and charging system. This is the source of all vehicle electricity, so a problem here can affect all other electrical systems.Start with a visual inspection: Look for damaged or corroded battery terminals, or frayed or loose wires. With the engine off, make sure the alternator belt is in good condition and tightened properly.

Check the battery no-load voltage. A fully-charged battery should de-liver 12.6 volts; if it’s below 12.4 volts, charge the battery and retest the system before continuing your diagnosis.If the battery no-load voltage is okay, run a load test. During this test, you should load the battery to one half of its cold cranking amp rating for 15 seconds. During this test, battery voltage shouldn’t drop below 9.6 volts at 70ºF (21ºC).Next you should check the charging system. During this test, you’ll check the current and voltage from the alternator during normal op-eration and under electrical load. In most cases the alternator should deliver between 14 to 15 volts under normal operation, and be capable of producing its full amperage rating with the engine at fast idle and the electrical system loaded.

Page 1109: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 39

Don’t forget to check the AC voltage signal from the alternator. Ex-cessive AC can create interference in the electrical system, trigger the computer and cause erratic vehicle performance. Anything over about 500 millivolts AC indicates a problem in the alternator, and requires further diagnosis.Finally, you should run a starter draw test, to make sure the starter circuit is working properly. During this test you’ll disable the fuel in-jection system and crank the engine while monitoring the current draw from the starter. In most cases starter draw should be less than 250 amps, but always check the factory specs to be sure.NOTE: Disable the fuel system before performing a starter draw test. Failure to disable the fuel system will result in raw fuel entering the catalyst converter and damage to the O2 sensors may occur.

diAGnosTiC sTRATeGies

Page 1110: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

40 082508 © 2008 ATRA. All Rights Reserved.

Noises and VibrationsConstant velocity (CV) or universal (U) joints, wheel bearings, and brakes can generate noises that customers mistake for the transmission or torque converter. Check the entire driveline before assuming the noise is transmission-related.

Page 1111: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 41

diAGnosTiC sTRATeGiesMost transmission vibrations are caused by an imbalanced torque con-verter assembly, a poorly mounted torque converter, or a faulty output shaft. The key to determining the cause of the vibration is to pay par-ticular attention to the operating conditions that the vibration relates to. In general, the vibration will relate to one of three conditions:1. Engine RPM — If the vibration changes directly with engine RPM,

look for an imbalance in the engine or torque converter. In some vehicles it’s possible to isolate the vibration by unbolting the torque converter from the flywheel and starting the engine. If the vibration is still there, it’s an engine problem, not a transmission problem.

2. Vehicle Speed — A vibration that changes with vehicle speed is probably due to an imbalance in the wheels or drive train. First thing to suspect is wheel balance. If they’re okay, other possibilities include imbalanced brake drums or rotors, or an imbalanced drive-shaft or axle shaft. If the vehicle uses a two-piece driveshaft, make sure the universal joints are aligned properly.

3. Vehicle Load — Vehicle load vibrations are usually caused by wear in a driveline component, such as a U-joint or CV-joint. Check for signs of rust around the U-joint caps or a torn CV boot; either can indicate a problem.

Noise problems follow a similar line of thought, with one addition: gear range. If the noise changes with gear range, it’s probably due to a problem inside the transmission. To diagnose these problems, it’s important to be aware of which components rotate in which gears.If the noise relates to engine RPM and is present in all gears, includ-ing park and neutral, the most probable source is the pump or torque converter, because they rotate whenever the engine is running. But you must be familiar with the transmission to make this diagnosis: Some transmissions, such as the Ford AOD and the early VW AG4, spline the torque converter directly to a clutch drum, which rotates with the crankshaft. The bearings on these drums can create a noise that’s easy to mistake for a converter noise.If the noise relates to engine RPM, and is present in all gears except park and neutral, look for a problem in those parts that rotate in all gears, such as the drive chain, the input shaft, and the torque convert-er. Often the exact cause of the noise and vibration can only be identi-fied through careful inspection of a disassembled transmission.

Page 1112: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

42 082508 © 2008 ATRA. All Rights Reserved.

Finding and Repairing LeaksOne of the more common types of transmission problems you’re likely to face is leak repair. Usually the difficulty with leaks isn’t the actual repair: it’s finding the leak that’s a problem.

That’s because the leaking fluid blows back across the transmission while the vehicle is in motion, soaking everything in its path. This makes it hard to identify exactly what leak to fix. Very often transmission technicians address this by simply recom-mending a complete external reseal. This isn’t as irresponsible as it may sound at first, because in most cases all of the seals are the same age and have experienced the same conditions. So if one is leaking, it’s just a matter of time before the others begin to leak.There are several tools or tricks you can use to help find transmission leaks. One manufacturer offers a smoke machine. The transmission fills with smoke, so you can see where the smoke is leaking out.Another offers a black light dye that you can add to the transmission fluid. Then you use a black light to find the leak.A low-tech solution to finding leaks is to wipe down the transmission and spray some silver paint onto the transmission case. Then drive the vehicle. The fresh oil will wash away the silver paint as it leaks, lead-ing you right to the source of the leak.Don’t forget that many leaks only occur under specific conditions, such as when the transmission is hot or you’re driving at high speeds. This can make it more difficult to identify the leak.Another issue that can cause all kinds of leaks is a plugged transmis-sion vent. The vent gets plugged with dirt or undercoating. Then, as the transmission heats up, it builds up pressure inside, pushing the oil past the seals. The fix is simply to clear the vent.Don’t forget to check for any service bulletins when looking for a leak. Very often hard-to-find leaks have been addressed in print, along with the proper fix.

Page 1113: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 43

diAGnosTiC sTRATeGiesNotes: __________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

Page 1114: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

44 082508 © 2008 ATRA. All Rights Reserved.

Maintenance and In-Car RepairManual Linkage and Transmission Range Sensor or SwitchA worn or misadjusted manual linkage will affect transmission opera-tion. The transmission’s manual valve must engage the selected gear completely. Partial manual valve engagement won’t allow enough pressure to reach the rest of the valve body. If the linkage is misad-justed it can cause poor gear engagement, slipping and excessive wear. The selector linkage should be adjusted so the manual valve detent position in the transmission matches the selector detent and position indicator.

To check the linkage adjustment, move the shift lever slowly, one range at a time, from park to the lowest drive range. You should feel detents at each position as you move the lever. If you can’t feel the detent in any of these positions, adjust the linkage.After adjusting any type of shift linkage, recheck it for detents throughout its range. As a safety measure, make sure you feel a posi-tive detent when you place the shift lever into park. If you’re unable to bring the linkage into adjustment, the levers and grommets may require replacement.Any time you disassemble the linkage from the levers, always replace the grommets that retain the cable or rod. Use a pry tool to force the cable or rod from the grommet, and then cut the old grommet. You can use a pair of pliers to snap the new grommet into the levers, and the cable or rod into the grommet.Once you have the manual linkage adjusted properly, always check the adjustment of the transmission range sensor or switch. Adjusting the linkage may change the position of the sensor, and cause transmis-sion operating problems.Some switches have an alignment hole; you put the transmission in neutral, loosen the adjustment bolts, and slide a pin or drill bit into the alignment hole. Then you tighten the adjustment bolts, and remove the pin.

Page 1115: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 45

Throttle Valve (TV), Kickdown and Accelerator Pedal Cables or LinkageThe throttle cable or linkage connects the throttle to the TV in the valve body. On some transmissions, the throttle linkage may control both the downshift and throttle valves. Others use a vacuum modulator to control the throttle valve and a throttle linkage to control the down-shift valve.Always check the linkages and cables to make sure they’re connected properly and operating freely. Any binding, kinks or looseness in the pivots or connectors indicates a problem that will affect transmission operation.Later model transmissions may not have a throttle cable. They rely on electronic sensors and switches to monitor engine load and throttle position.The action of the throttle valve produces throttle pressure. Throttle pressure provides an engine load signal to the transmission, and influ-ences shift speeds and mainline pressure.A misadjusted TV linkage may keep throttle pressure too low, rela-tive to engine load, causing early upshifts. It can also reduce the clutch holding capacity, which can cause the clutches to slip and burn.If throttle pressure is too high, it can cause harsh and delayed upshifts, and part-throttle and WOT downshifts will occur earlier than normal. Adjustments as small as half turn can make a big difference in shift timing and feel.Some transmissions use a kickdown switch, typically located at the upper post of the throttle pedal. Pressing the throttle all the way closes the switch, which signals a forced downshift.To check the kickdown switch, make sure the engine is off. Press the throttle slowly to the floor, and listen for a click just before the pedal reaches WOT. If you don’t hear the click, adjust the switch until the pedal lever makes contact with the switch. If the pedal contacts the switch too early, the transmission may downshift during part throttle operation.If you hear the click but the transmission still doesn’t downshift, check the switch. An open switch will prevent forced downshifts; a shorted switch can cause upshift problems.

MAinTenAnCe And in-CAR RePAiR

Page 1116: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

46 082508 © 2008 ATRA. All Rights Reserved.

Modulator and HosesDiagnosing the vacuum modulator begins with checking the vacuum at the modulator. The modulator should receive manifold vacuum. If it does, and there are no vacuum leaks in the line, check the modulator itself for leaks with a handheld vacuum pump.If there’s any transmission fluid in the modulator line, the vacuum dia-phragm in the modulator is leaking: Replace the modulator.If the vacuum source, lines, and modulator are in good condition but shifts indicate a modulator problem, the modulator may need adjust-ing. The procedure for this varies for each type of transmission. Check your shop manual for the procedure for adjusting the specific modula-tor you’re working on.

GovernorsFor a hydraulically-controlled transmission to shift, governor pressure must overcome throttle pressure. A transmission that won’t shift at all could be caused by a governor problem, assuming the rest of the trans-mission is okay.

Page 1117: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 47

If your tests indicate a governor problem, you should remove, disas-semble, clean and inspect it. Some governors are mounted internally, and the transmission must be removed to service the governor. Most, however, can be serviced by removing the extension housing or oil pan, or by removing an external retaining clamp and cover, which pro-vides access to the governor.On a gear-driven governor, don’t forget to check the drive gear, usu-ally mounted to the vehicle output shaft or differential housing. These gears can become loose or damaged, and cause a number of different shifting problems that appear to be a governor problem.

Another area to check is the governor bore or housing. Wear in this area can cause a fluid pressure leak, which can either lower or raise governor pressure, depending on the specific area of the leak. In some cases this type of wear can be repaired by boring out the transmission case and installing a bushing to replace the governor bore surface. If the governor housing is worn, you’ll need to replace the housing to eliminate the wear.In most governors, the weights and springs are calibrated to the vehi-cle and transmission. Always be careful to use the proper weights and springs when repairing or replacing the governor.

Switches, Sensors and SolenoidsSeveral sensors and switches provide the computer with information on vehicle operating conditions. Most of these sensors are also used to calibrate engine performance. The computer then determines the ap-propriate shift time for maximum efficiency and shift quality.The shift solenoids are controlled by the computer, which either sup-plies power or ground to energize the solenoids. The techniques for diagnosing electronic transmissions are basically the same as those used to diagnose TCC systems.

MAinTenAnCe And in-CAR RePAiR

Page 1118: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

48 082508 © 2008 ATRA. All Rights Reserved.

Although electronically-controlled transmissions are relatively reliable, they have introduced new problems. Some common problems that af-fect transmission operation include incorrect battery voltage, a blown fuse, poor connections, a faulty input sensor signal, damaged sole-noids, crossed wires to the solenoid or sensors, corrosion at an electri-cal terminal, or improper installation of an accessory, such as a stereo or GPS module.Incorrect shift points can be caused by electrical circuit problems, faulty electrical components, bad connectors, or a defective governor or governor drive gear assembly. Most fully electronic transmissions don’t have a governor or governor signal; they rely on the electrical signals from electrical sensors to determine shift timing.External problems can be the result of a compete loss of power or ground to the control circuit or a failsafe protection strategy initiated by the computer to protect the transmission from damage. The default gear is simply the gear that’s applied when the shift solenoids are off, usually second gear and reverse.A visual inspection of the transmission and the electrical systems should include a careful check of all electrical wires and connectors for damage, looseness and corrosion. Loose connections, even when clean, usually only make intermittent contact. They’ll also corrode and collect foreign material, which can prevent contact altogether.Use an ohmmeter or ammeter to check circuit continuity. Check all ground straps to the frame or engine block. This part of your inspec-tion is especially important for electronically-controlled transmissions. Check the fuse or fuses to the control module. To check a fuse accu-rately, either test it for continuity with an ohmmeter or check each side of the fuse for power.

Service ProceduresThe transmission’s fluid and filter should be changed whenever there’s an indication of oxidation or contamination. Periodic fluid and filter changes are also part of the preventative program for most vehicles. How often you have the transmission serviced depends on the ve-hicle’s normal operating conditions: Severe use requires the fluid and filter be changed more often.There are two basic types of transmission service available today: the traditional service, which includes removing the pan and replacing the filter, and the complete fluid exchange service. Both have their benefits, and the best way to care for a transmission is to do both.To perform a traditional service on most transmissions you must re-move the oil pan to drain the fluid. Some transmission pans include a drain plug, which makes draining the fluid in the sump easier.

Page 1119: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 49

The filter or screen is normally mounted to the bottom of the valve body. Filters are made of paper or fabric and are usually held in place by screws, clips or bolts. As a rule, always replace filters; screens can be cleaned. Remove the screen the same way you would a filter, then clean it with fresh solvent and a stiff brush.Check the bottom of the pan for deposits and metal particles. Slight contamination or blackish deposits from clutches and bands is normal. Other contaminants could indicate a problem. Steel particles indicate internal transmission wear or damage. If the metal particles are aluminum, they may be part of the torque converter stator or transmission case. Some torque converters use phenolic plas-tic stators, so metal particles found in these transmissions must be from the transmission itself.The problem with the traditional service is that it only drains the fluid in the sump; usually 3 to 5 quarts of ATF. As much as 4 to 7 additional quarts of fluid remains in the converter, clutch drums and servos. You can drain almost all of the fluid if the converter has a drain plug; but those drain plugs are pretty rare on units with a converter clutch.A fluid exchange service flushes virtually all of the old fluid out of the transmission. This service usually involves disconnecting one of the cooler lines, and using the transmission’s natural flow to push the old fluid out, while the service machine pushes new fluid in to take its place.The downside of the fluid exchange service is that it doesn’t require you to remove the pan, so you can’t inspect the pan for deposits or replace the filter.A better service includes a little of both services:• Remove the pan and examine any deposits• Wash out the pan• Replace the filter• Replace the pan gasket• Reinstall the pan, and torque the gasket to specs

From there, you perform the fluid exchange service. This allows you to replace all of the fluid, while making sure the transmission is in good shape and replacing the filter.Always make sure you’re using the right filter. Many transmissions have multiple versions, with slightly different filter designs. The differ-ences may include the size of the outlet (where it mounts to the valve body), or the depth of the pickup. While the wrong filter may seem to fit just fine, it can cause transmission problems, or even damage the transmission.Something else you can do to improve the transmission life is to add an in-line filter to the cooler lines. This provides additional filtering capa-bility, removing more debris from the fluid.

MAinTenAnCe And in-CAR RePAiR

Page 1120: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

50 082508 © 2008 ATRA. All Rights Reserved.

Fluid TypesThere are many different types of fluids available on the market today. The most common types include:Dexron/Mercon — Specified for most GM and Ford vehiclesHighly Friction Modified (HFM) — Provides a different type of fric-

tion modification additives than Dexron/Mercon. Used in some Chrysler and many import units.

Synthetic — Usually has similar friction modification characteristics to Dexron/Mercon, but offers better resistance to heat and wear.

And there are a few manufacturers that offer their own, unique fluid types. Always check the manufacturer’s recommendations before add-ing or replacing transmission fluid.There are a number of additives on the market designed to modify Dexron/Mercon to simulate HFM or other types of fluids. These seem to work well, and many manufacturers approve of their use. But if the transmission is still under a factory warranty, you might be better off using the factory fill.One thing there’s no replacement for is a quality base fill. Many com-mon transmission problems, such as chatters, slide-bump shifts, harsh shifts, etc. can be traced back to using an economy-grade transmission fluid. Some additives can help reduce those effects, but the better solu-tion is to use a good quality transmission fluid to start.

Page 1121: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 51

Transmission AdjustmentsThere are several different types of adjustments necessary for transmis-sions, depending on the specific unit you’re working on. Virtually all transmissions have a manual lever adjustment, designed to adjust the position of the manual lever and manual valve.Don’t confuse the manual lever adjustment with the adjustment for the shift lever indicator. This is a separate adjustment that simply adjusts the position of the indicator on the dash. Always adjust the manual lever first, then adjust the shift lever indicator if necessary.Some transmissions have a throttle position cable or linkage that must be adjusted for proper transmission operation. The specific procedure varies, and can be very critical. Always check your shop manual or in-formation service for the procedure for the vehicle you’re working on.If the vehicle has a modulator, it may be adjustable. Always make sure the modulator is receiving a good vacuum signal before attempting to alter shift operation with a modulator adjustment.A few transmissions also have an adjustment for their pressure control valve; on electronic units the pressure control solenoid may be adjust-able. Be very careful with these adjustments: a single turn may firm up the shift, but it may also create problems, such as a harsh downshift or a slide-bump in one range.If you do try to adjust the pressure control valve or solenoid, keep close track of the adjustments you made, so you can return it to the fac-tory setting if necessary.

Band AdjustmentsSome transmissions have adjustable bands. If the band is a shifting band, improper adjustment can cause shift timing problems, such as slipping or slide-bump shifts. On holding bands, improper adjustment can cause apply problems, such as harsh applies. In general, band adjustment is a maintenance item. It should be done as part of normal maintenance or during a rebuild. Once a problem develops, it’s usually too late to adjust the bands.To help identify whether a band adjustment will correct a problem, compare the results of your road test with a clutch and band applica-tion chart. If the slip occurs during a gear change that requires the band to apply, tightening the band may correct the problem.On some vehicles, the bands can be adjusted externally with a torque wrench. On others, the transmission fluid must be drained and the oil pan removed. Still others require special tools, and can only be adjust-ed by replacing the servo apply pin. In most cases, these bands should be adjusted during a rebuild, and not as part of normal maintenance.

MAinTenAnCe And in-CAR RePAiR

Page 1122: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

52 082508 © 2008 ATRA. All Rights Reserved.

Leak Checking and RepairPerform a thorough examination for external transmission leaks. Check all seals and gasket areas.In many cases, transmission fluid leaks will be easy to spot. Correcting the leak will usually involve replacing the damaged or worn seal or gasket. If the front or rear seal is leaking, always replace the bushing at the same time; wear in the bushing allows the shaft to sag and break the seal.In some cases the leak may be caused by wear on the shaft being sealed. If so, the repair will depend on the specific location of the leak and the degree of damage to the shaft. The repair may involve sim-ply sanding or flat-filing the surface area, installing a wear sleeve, or replacing the shaft altogether.While most leaks take place at a seal or gasket, some leaks can be caused by cracks, wear or improper casting of the case. You may be able to repair that type of leak with a fast-drying epoxy. If not, you’ll have to replace the damaged component.A common leak is the gasket between the oil pan and the transmission housing. Retorquing the pan bolts may correct this problem. If tight-ening the pan doesn’t fix the leak, you’ll need to remove the pan and install a new gasket. Make sure you’re using the proper type of gasket for the pan, and the pan’s rail is flat and capable of providing a seal before reinstalling it.An oil leak at the speedometer cable can be corrected by replacing the O-ring seal. While replacing the seal, inspect the drive gear for chips and missing teeth. Always lubricate the O-ring and gear prior to instal-lation.Extension housings present a number of potential leaks, including the mating surface between the extension housing and the case, the out-put shaft, the speedometer gear housing, and the governor housing. Addressing leaks in most of these areas is usually straightforward: In some cases it can be as simple as retightening the mounting bolts to factory specs. In other cases, it’ll involve removing the component housing, replacing the seal or gasket, and reinstalling the housing in the case.A leak at the output shaft seal will usually require replacement of the seal itself. But often it’ll also require replacing or smoothing the drive-shaft yoke, and replacing the output shaft bushing.When installed in the transmission, the output shaft yoke should have very little side-to-side or up-and-down movement. Too much move-ment indicates a worn output shaft bushing.Replacing the bushing is easier than it might appear: There’s a special puller designed to thread into the old bushing, and pull it right out of the extension housing. From there, it’s easy to install a new bushing, using the proper bushing driver.

Page 1123: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 53

Another source of a leak that’s easily confused with an output seal leak is a leak at the vent in the yoke. These vented yokes usually have some type of seal between the output shaft and yoke, to prevent too much oil from entering the yoke. If the seal is worn, damaged or missing, excess oil can make its way into the yoke, and actually pump itself out the small vent in the yoke, causing a leak that appears to be from the output shaft seal.In some cases, leaks can be difficult to pinpoint. In that case, dry the area, and paint it with silver spray paint. Then drive the vehicle until the leak reappears. The fluid will wash the spray paint away, and point right to the leaking component.

Cooling SystemsAll automatic transmissions require some type of cooler to remove heat from the transmission. The cooler can either use the engine cool-ant to remove heat from the transmission fluid, or be air cooled. The specific location of the cooler will vary from vehicle to vehicle. Many are mounted inside one tank in the radiator; one line feeds the heated oil to the cooler, the other allows the cooled oil to flow back to the transmission.On coolers that share the engine cooling system, proper cooling system operation is critical to the transmission. Failures in the cooling system will affect the transmission long before they become apparent in en-gine operation or performance. Always inspect the engine’s cooling system carefully whenever there’s evidence of ATF overheating or a transmission cooling problem.

MAinTenAnCe And in-CAR RePAiR

Page 1124: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

54 082508 © 2008 ATRA. All Rights Reserved.

Leaks in the transmission cooler will usually allow engine coolant into the transmission. Check the dipstick for evidence of coolant mixing with the ATF. Milky fluid indicates that engine coolant is leaking into the transmission and mixing with the ATF. You may also notice ATF in the radiator when you remove the radiator cap, because ATF will float to the top of the coolant.In most cases, if coolant leaks into the transmission, the transmission will have to be rebuilt. Always replace the cooler and flush the cooler lines before installing the rebuilt transmission.External cooler leaks result in traces of ATF around the source of the leak. It may take a little time to determine the source of the leak.It’s important to check the cooler flow during every rebuild; inad-equate flow will cause the transmission to overheat. With the engine idling, you should have at least 1 quart of flow through the cooler in 20 seconds.If cooler flow is below specs, you can try flushing it with a cooler flush-er. Always recheck the cooler after flushing, to see whether the coolant flow is back to normal. Never use the flusher to check cooler flow: The flushing solvent is less viscous than ATF, and even a plugged cooler will allow more solvent through than ATF. If flushing doesn’t bring cooler flow back to specs, replace the cooler.Check the condition of the cooler lines from one end to the other. Look for signs of damage, cracks, rust or leaks. A damaged line will reduce oil flow through the cooler and shorten the life of the transmission. If the steel cooler lines need to be replaced, use only double-wrapped and brazed steel tubing. Never use copper or aluminum tubing to re-place steel tubing. The steel tubing must be double flared and installed with the correct fittings.

Speedometer Gears and Speed SensorsThe vehicle’s speedometer can be purely electronic, which requires no mechanical connection to the transmission, or it can be driven from the output shaft through a cable. Most oil leaks at the speedometer cable can be corrected by replacing the O-ring seal.Speedometer gear problems normally result in an inoperative speed-ometer. However, this problem can also be caused by a faulty cable, drive gear, or speedometer. A damaged drive gear can cause the driv-en gear to fail, and both should be carefully inspected during a trans-mission rebuild.

Page 1125: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 55

On some transmissions, the speedometer drive gear is a set of teeth machined into the output shaft. Inspect this gear. If teeth are slightly rough, they can be cleaned up and smoothed with a file. If the gear is severely damaged, replace the output shaft.Other transmissions have a drive gear that’s splined to the output shaft, held in place by a clip, or driven and retained by a ball that fits into a depression in the shaft. Regardless of the method used to attach the gear, check the retainer and make sure the gear is being held firmly and in the proper position on the output shaft.The drive gear can be removed and replaced if necessary. The driven gear is normally attached to the transmission end of the speedometer cable. If the drive gear is damaged, chances are the driven gear is also damaged. Most driven gears are made of plastic to reduce speedom-eter noise; they’re weaker than most drive gears. Always check the retainer of the driven gear on the speedometer cable.

Valve BodyOne of the most common areas for a transmission problem is the valve body. The valve body controls virtually all transmission functions. Any problem in the many different components that make up the valve body can affect transmission operation and performance.

MAinTenAnCe And in-CAR RePAiR

Page 1126: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

56 082508 © 2008 ATRA. All Rights Reserved.

When trying to find a specific problem in a valve body, it’s extremely useful to have a good idea of specifically what you’re looking for be-fore removing the valve body. Very often the problems can be too tiny to find through normal examination. Knowing where to look is often the only way of finding the specific failure that’s causing the problem.Once you have a good idea what you’re looking for, you’ll need to re-move the valve body, disassemble it, clean all the components in fresh solvent, and examine them thoroughly. Sometimes simply cleaning and polishing the valves is all that’s necessary to take care of a major operating problem. Sticking valves and sluggish valve movement can be caused by poor maintenance, the wrong type of fluid, or overheat-ing.After all the valves and springs have been removed from the valve body, soak the valve body and separator plates in mineral spirits for a few minutes. Some rebuild shops soak the valve body and its associat-ed parts in carburetor cleaner, and then wash off the parts with water. Thoroughly clean all parts and make sure all passages within the valve body are clear and free of debris. Carefully blow-dry each part with dry compressed air. Never wipe the parts of a valve body with a rag or paper towel: Lint from the rag will collect in the valve body passages and cause shift problems.Check the separator plate for scratches or other damage. Scratches or score marks can cause oil to bypass oil passages and cause system op-erating problems. If the plate is defective in any way, replace it. Check the oil passages in the upper and lower valve bodies for varnish deposits, scratches or other damage that could restrict the movement of the valves. Check all the threaded holes and related bolts and screws for damaged threads, and replace as needed.Examine each valve for nicks, burrs and scratches. Make sure that each valve fits properly into its respective bore. To do this, hold the valve body vertical and install the unlubricated valve into its bore. Let the valve fall of its own weight into the valve body until the valve stops. Then place your finger over the valve bore and turn the valve body over. The valve should again drop from its own weight. If the valve moves freely under these conditions, it will operate freely with fluid pressure. If a valve can’t move freely within its bore, it may have small burrs or nicks. These flaws can and should be removed. To do this, never use sandpaper or a file; rather, use products such as an Arkansas stone or crocus cloth, which are designed to polish the surface without remov-ing metal from the valve. Sandpaper and emery cloth will remove metal, as well as scratch and leave rough surface. After polishing, the valve must be thoroughly cleaned to remove all polishing residue.In some rare cases, valves are lapped to a particular valve body. If any parts need to be replaced on one of these valve bodies, the entire valve body must be replaced.

Page 1127: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 57

Although it’s desirable to have the valves move freely in their bores, excessive wear is also a problem. There should never be more than 0.001” (0.025 mm) clearance between the valve and its bore.Normally you should replace a valve body with a damaged bore; in some cases there are kits available from the aftermarket to repair dam-aged bores or valves. Always check your aftermarket parts catalogs for common repair kits: These can not only save you money, but can help you identify common wear areas in the valve body.Another consideration is checking the valve body for flatness. A maxi-mum of 0.0015” of cup is allowed. If your valve body exceeds 0.0015” cup, you must either machine it flat or replace it. Always replace the gaskets whenever you remove the valve body. Tightening the valve body bolts crushes the gaskets, so they won’t seal a second time. Make sure you’re using the right gasket for the valve body and separator plate: Many transmissions today have a number of different gaskets available; using the wrong ones can cause all sorts of problems.In most cases you’ll want to replace any checkballs in the valve body. Make sure you have them in the proper locations; a misplaced check-ball can easily destroy the transmission during a simple upshift.Make sure you follow the factory torque sequence and specification when tightening the valve body bolts. Doing so will help eliminate leaks and damage to the valve body. Before beginning to reassemble a valve body, make sure you have the correct gasket by laying it over the separator plate and holding it up to a light. No oil holes should be blocked. In addition to checking the gasket against the separator plate for blocked passages, you should also check it against the valve body and case channels. Some gaskets may appear correct when checking them against the plate but allow for crossleaks by having gasket slots that cross of channel walls. Keep in mind that it isn’t uncommon the have a gasket slot cross over a channel wall, but in those cases the slot will always be perpendicular to the channel wall. Install all the valve body bolts to hold the valve body sections together and the valve body to the case. Tighten the bolts to factory specifica-tions to prevent warping the valve body and causing possible leaks. Overtorquing can also cause the bores to distort, causing the valves to bind.

Page 1128: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

58 082508 © 2008 ATRA. All Rights Reserved.

Mounts and Torque StrutsThe engine and transmission mounts on front-wheel drive (FWD) cars are important to the operation of the transaxle. Any engine movement may affect the length of the shift and throttle cables and can alter gear engagement. Delayed or missed shifts may be the result of linkage changes as the engine pivots on its mounts.Problems with transmission mounts may also affect the operation of a rear-wheel drive (RWD) vehicle, but this type of problem will be less noticeable than the same type of problem on a FWD vehicle.Many shifting and vibration problems can be caused by worn, loose or broken engine and transmission mounts. Visually inspect the mounts for looseness and cracks. To get a better look at the condition of the mounts, push up and down on the on the transaxle case while watch-ing the mount. If the mount’s rubber separates from the metal plate or if the case moves up but not down, replace the mount.If there’s movement between the metal plate and its attaching point on the frame, tighten the attaching bolts to the appropriate torque. Then, from the driver’s seat, apply the foot brake and start the engine. Put the transmission into a gear and gradually increase the engine speed to about 1500-2000 RPM. Watch the torque reaction of the engine on its mounts. If the engine moves too much under load, look for broken or worn drive train mounts.If the mounts need replacement, follow the manufacturer’s recommen-dations for maintaining driveline alignment. Failure to do this may result in poor shifts, vibrations or broken cables. Some manufacturers recommend a holding fixture or special bolt be used to keep the unit aligned properly.

Page 1129: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 59

MAinTenAnCe And in-CAR RePAiRBe careful choosing the replacement mount. Some mounts are consid-erably firmer than the original ones: While these mounts will hold the engine in place, they’ll also transfer more engine and road noise and vibration to the passenger compartment. These mounts won’t cause a safety problem, but they may create a customer complaint.When removing the transaxle mount, begin by disconnecting the bat-tery’s negative cable. Disconnect any electrical connectors that may be located around the mount. It may be necessary to move some accesso-ries, such as the horn, to replace the mount. Label any wires you dis-connect to make sure you get them back where they belong.Install the engine support fixture and attach it to an engine hoist or crane. Lift the engine just enough to take the pressure off of the mounts. Remove the bolts attaching the transaxle mount to the frame and the mounting bracket, and then remove the mount.To install the new mount, position the transaxle mount in its correct location on the frame. Check the alignment of the mount and lower the engine back onto the mount. Then tighten the bolts to their specified torque. Remove the engine hoist fixture from the engine and reinstall all accessories and wires removed earlier.

Page 1130: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

60 082508 © 2008 ATRA. All Rights Reserved.

Notes: __________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

MAinTenAnCe And in-CAR RePAiR

Page 1131: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 61

R&R ProceduresTransmissions come in many different styles and configurations. The specific R&R procedure you follow will vary, depending on the manu-facturer, the transmission, and how the vehicle is equipped.Many of the procedures explained here are generic in nature, and will be pretty much the same no matter what type of car or truck you’re working on. In other cases, there will be specific differences for each vehicle. Always consult your shop manual or service program for spe-cific procedures that apply to the vehicle you’re working on.

Transmission RemovalRemoving the transmission from the RWD vehicle is generally more straightforward than removing one from a FWD model, as there’s typically one crossmember, one driveshaft, and easy access to cables, wiring, cooler lines and bellhousing bolts. Transmissions in FWD cars, because of their limited space, can be more difficult to remove, as you may need to disassemble or remove large assemblies such as the engine cradle, suspension components, brake components, splash shields, or other pieces that wouldn’t usually affect RWD transmis-sions.On RWD vehicles, raise the vehicle and drain the transmission fluid. Mark the driveshaft at the rear axle before disconnecting it to avoid runout-related vibrations. Remove the driveshaft.On FWD vehicles:1. Attach a support fixture to the engine.2. Raise the vehicle.3. Drain the fluid.4. Remove the front wheels.5. Check your shop manual for the procedure to remove the front ax-

les.6. Disconnect manual linkages, vacuum hoses, electrical connections,

speedometer drives, and control cables.7. Remove the inspection cover between the transmission and the en-

gine.8. Mark the position of the converter to the flexplate to help maintain

balance or prevent runout problems.9. Rotate the crankshaft to remove the converter bolts. This can be done

by using a long ratchet and socket on the crankshaft bolt, or by using a flywheel turning tool.

10.Position a transmission jack before removing any crossmember or bellhousing bolts. The transmission jack allows for easier access to parts hidden by crossmembers or in the space between the transmis-sion and the vehicle floor pan.

Page 1132: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

62 082508 © 2008 ATRA. All Rights Reserved.

11. With a transmission jack supporting the transmission, remove the crossmember or transmission mounts.

12. Remove the starter and bellhousing bolts.13. Pull the transmission away from the engine. It may be necessary to

use a pry bar between the transmission and engine block to sepa rate the two units.

14. Make sure the converter comes out with the transmission. This pre vents bending the input shaft, damaging the oil pump, or distorting the drive hub.

15. After separating the transmission from the engine, keep the torque converter in the bellhousing. This can be done simply by bolting a small combination wrench to a bellhousing bolt hole, across the outer edge of the converter.

16. Be sure to check all bellhousing bolt holes and dowel pins. Cracks around the bolt holes indicate the case bolts were tightened with the case out of alignment with the engine block. Replace the case for any of these conditions:• broken worm tracks• cracked case at the oil pump-to-case flange• cracked case at the clutch housing pressure cavity• ears broken off the case

Avoid trying to repair the case; there’s no way to be sure the repair will hold, because the case is very thin and welding may distort it.If any of the bolts removed during disassembly have aluminum on the threads, the thread bore is damaged and should be repaired. Thread repair entails retapping the bore or installing a thread insert, which serves as new threads for the bolt. After the threads have been re-paired, make sure you clean the case thoroughly.

Exhaust RegulationsOn many vehicles, it’s necessary to remove part of the exhaust system to get the transmission out of the vehicle. This is important because the laws are very specific regarding vehicle exhaust systems.That’s because the exhaust system is part of the emission control sys-tem. And quite simply, if you were the last one to touch it, you’re responsible for it.So, before you remove the first bolt from the exhaust, it’s important that you examine it to make sure everything’s there, and it’s in good shape.

A common situation arises when the customer has removed the cata lytic converter. Now you remove the exhaust to install the transmis-sion. Suddenly you’re responsible for the catalytic converter being missing. It doesn’t matter whether the customer “accepts responsibil-ity for it”; you touched it, so you’re responsible… at least as far as the EPA is concerned.

Page 1133: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 63

So the customer tells you the catalytic converter is in the trunk. No good: That’s now a used catalytic converter. The law specifies that you can’t install a used cat unless it’s been tested and certified. At this point you only have one choice: You have to replace the cata-lytic converter with a new or remanufactured one. And you’ll have to provide the customer with the required written notification explaining why the converter had to be replaced (this is usually included in the box with the catalytic converter). Finally, you’ll have to keep the old cat around for 15 days, in case the EPA wants to send someone out to evaluate it.What about rusted or damaged air tubes to the cat? Same deal: Once you touch them, you have to put them back into working condition.So before you remove the exhaust, make sure you aren’t taking respon-sibility for someone else’s problem: Check the exhaust, and make sure that when you put it back, it’ll be in factory operating configuration.

Related Components; AxlesThe majority of cars on the road today are front wheel drive. This con-figuration requires a special type of axle to drive the front wheels. The axle must be able to flex with the suspension and turn with the steer-ing, all while continuing to transmit power to the wheels.The device used for this is the constant velocity joint, or CV-joint. Each axle uses two CV-joints: an inboard one that rides right near the transaxle, and an outboard one that mounts to the steering knuckle. The reason for the difference is steering: The outboard CV-joint needs to be able to flex horizontally, to compensate for changes in steering. The inboard joint only needs to flex up and down.Most front axles are held into the transaxle with a snap ring. The splines on the inboard CV-joint mate with the splines on the differen-tial side gears, and the snap ring locks the joint in place. Most manu-facturers recommend replacing the snap ring every time you remove the axle from the transaxle.

R&R PRoCeduRes

Page 1134: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

64 082508 © 2008 ATRA. All Rights Reserved.

There’s an output seal that seals the transaxle to the outboard CV-joint. And there’s a bearing or bushing surface inside the transaxle that holds the CV-joint straight against the seal. If the bushing wears, the seal won’t seal properly. In some cases, the correction requires an aftermar-ket kit, designed to support the CV-joint.The outboard CV-joint slips through a bearing in the steering knuckle, and through the splines in the front wheel hub. It’s held in place with a large nut that’s usually locked to a specific torque value.The only thing you’ll be able to check reliably on the outboard CV-joint is the boot that seals it. If the boot is torn, you’ll either need to replace the axle, or wash out the CV-joint, repack it with clean grease, and replace the boot.The only way to check the condition of the CV-joint bearings — short of a complete disassembly and inspection — is by listening for a noise. A worn CV-joint will create a crackling or groaning noise on a hard turn.Don’t confuse that with a whirring noise while driving straight or while turning the wheel slightly; that’s more likely the wheel bearing that holds the CV-joint to the steering knuckle.While some shops may still repair or replace the CV-joints, today it’s usually cheaper and easier simply to replace the axle with a rebuilt one.

Related Components; Driveshafts and U-JointsMost rear-wheel drive vehicles require a driveshaft to transmit torque from the transmission output shaft to the differential. This is a straight shaft with at least two flexing joints — called universal joints, or u-joints — that allow the driveshaft angles to change as the suspension flexes to meet changes in the roadway.

Page 1135: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 65

R&R PRoCeduResAlways check the driveshaft and u-joints when the driveshaft is out of the vehicle. Look for signs of dents, bends or cracks along the entire driveshaft. And look for any indication of a balance weight having fallen off; this can cause a vibration at high speeds.Check the yokes for wear or damage, and replace them as necessary. You may be able to repair a slight wear along the seal surface by pol-ishing the yoke. Check the splines inside the yoke for wear or damage; make sure it slides freely over the splines on the output shaft, without noticeable wear or binding.Check the u-joints; they should flex freely, without any wear or loose-ness. Look for signs of rust along the caps: This indicates the bearings are chewed up and the joint will need to be replaced.Grab onto the u-joint, and flex it back and forth while applying twist-ing pressure to the joint. Any roughness or grinding indicates the u-joint needs replacement.If the vehicle has a double shaft, make sure the u-joints are in align-ment between the shafts. If they’re out of line, they can cause a vibra-tion under load.While not a common problem, the angle between the transmission and driveshaft should be equal to the angle between the differential and the driveshaft. A variation in these angles can cause a vibration under load. If you have a vibration and everything else appears okay, check the driveline angles.

Related Components; Freeze PlugsWhile the transmission is out of the car, you have a unique opportu-nity to sell additional repairs. This is because certain components are only accessible when the transmission is out. Freeze plugs are a good example of this.Freeze plugs are usually metal cups that seal the engine cooling jacket. They’re designed to pop out of the block if the coolant freezes, protect-ing the block from cracking.

Page 1136: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

66 082508 © 2008 ATRA. All Rights Reserved.

But freeze plugs often rust, and that eventually creates a leak in the cooling system. It’s easy to identify a leaking freeze plug; the coolant leaves a rusty path that begins at the leak. Most engines have two freeze plugs between the engine and transmis-sion. The best time to replace them is while the transmission is out of the vehicle. So it’s a valuable service to the customer to check the rear engine freeze plugs whenever you have the transmission out of the car.To replace the freeze plugs:

• Drain the cooling system as completely as possible. After draining the radiator, there are usually one or two plugs threaded into the block that you can remove to drain the block the rest of the way.

• Use a punch or chisel to knock the freeze plug out. Be very careful not to scratch or damage the block itself, or the new plug won’t seal.

• Use a flexible brush or scraper to clean any rust or sludge from the block that you can reach from the freeze plug opening.

• Clean the freeze plug opening, and make sure there are no gouges or nicks in the surface.

Now you’re ready to install the new freeze plug. The specific proce-dure depends on the type of freeze plug you’re using. New freeze plugs are available in three main styles:1. Cup plug2. Rubber expansion plug3. Metal expansion plugIf you’re using a expansion type plug, slip the plug into the hole and tighten the expansion nut. The plug will expand and fill the opening. Don’t overtighten the plug; just tighten it enough to make it seal firmly against the block.If you’re using a cup plug, coat the plug with a gasket sealer across the entire inside and mounting surface of the plug. This will help seal the plug to the block, and prevent the new plug from rusting.Use a driver and a hammer to drive the new plug into the block. Make sure you drive the plug in straight, and don’t drive it in too far; just enough for the outside edge to sit flush with the block.Once you have the new plugs in the block, close the drains and refill the engine. If the coolant looks at all dirty, this might also be a great time to sell the customer on replacing the coolant.Don’t forget to run the engine until the thermostat opens, to make sure the cooling system is full and there isn’t any air trapped in the block.

Page 1137: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 67

Related Components; Rear Main SealsThe engine’s rear main seal seals the back of the crankshaft; if it’s worn out, engine oil will leak while the engine’s running. And it can be a re-ally bad leak: the kind that just pours out of the engine.Is it easier to replace the rear main seal while the transmission is out? Sometimes. It depends mostly on the type of seal. Some engines have a two-piece seal that has to be fed through a channel in the block; replac-ing them requires pulling the engine pan and unbolting the rear main crankshaft bearing cap. Those seals are usually no easier to replace while the transmission is out.

But many engines have a seal that drives into the back of the engine, much like the external seals on the transmission. For those seals, re-placing the rear main seal requires removing the transmission, so there’s no better time to replace them than while the transmission’s already out.The specific removal procedure may vary, depending on the actual seal configuration. In some cases, all you have to do is unbolt a retain-er, and the seal slides right out. In others, you may have to use a chisel to collapse the seal.Installing the new seal again will depend on the type of seal. If it has to be driven in, always use a seal installer to make sure the seal goes in cleanly, without being dented or damaged.

R&R PRoCeduRes

Page 1138: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

68 082508 © 2008 ATRA. All Rights Reserved.

Related Components; Flex Plates and FlywheelsWhile the transmission’s out and on the bench, you should always examine the flywheel or flex plate. Replacing it now is just a matter of a few bolts.Check the web and mounting surface for damage or cracks. And check the gear teeth for wear or damage. If you see any signs of damage, replace the flywheel.

When replacing the flywheel or flex plate, it’s important to compare the old and new components carefully. Here are a few areas to check:• Overall size — Some flywheels can be just a bit smaller or larger

than the original. It’s an easy difference to miss, but one that can affect its operation later.

• Gear offset — The ring gear will usually be offset slightly either forward or backward from the mounting surface. Make sure the two gears are offset the same direction and amount, or the starter might not engage with the gear when you try to start the engine.

• Balance weights — Some flywheels or flex plates have additional weights to balance the engine. Make sure you use the same type of flywheel, with the same weights, or you could end up with a vibration in the engine.

• Bolt pattern — Check the bolt pattern against the crankshaft and the torque converter, to make sure it’s correct. And if the torque converter has a drain plug, make sure the flex plate has an open-ing for it to fit through.

Always install all the flywheel mounting bolts, and make sure the fly-wheel sits all the way down onto the crankshaft before tightening the bolts. And always torque the flywheel bolts to the recommended spec.

Page 1139: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 69

.Related Components; Dowel PinsFew components are more overlooked than the dowel pins that align the engine and transmission. A missing or worn dowel pin can cause an engine vibration, repeated cracked flywheels, or damage the front transmission seal or rear main engine seal.Always check the dowel pins. If they’re damaged, worn or missing, replace them. Never attempt to install the transmission without the proper dowel pins: you’re just going to create a problem for yourself.In most cases, you’ll be able to remove the old dowel pin with a vise grip pliers and a little wiggle. If you can get behind the dowel pin, you’ll be able to drive it out with a hammer and punch.To install the new pin, simply slide it into place, and seat it with a few light taps with a brass hammer.

Related Components; Mounts and StrutsThe engine and transmission mounts and struts are designed to keep the engine and transmission in place, while isolating the vibrations from the passenger compartment. To do this, the mounts and struts are usually made of rubber, or in some cases use an oil to damp vibrations.

R&R PRoCeduRes

Page 1140: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

70 082508 © 2008 ATRA. All Rights Reserved.

Always check the mounts before removing the transmission. If the mounts are torn, the engine could fall out or hang on the hoses or wir-ing when you remove the trans.Once you have the transmission out, always check all of the mounts for being broken, crushed or excessively mushy. If you find a problem, replace the mount.

Be careful replacing the mounts. Some engine mounts are oil filled, which allows them to absorb vibrations more efficiently. Some after-market replacement mounts are solid rubber. They’re a lot cheaper than the factory mounts, and they’ll work fine to hold the engine in place, but can transmit more vibrations than the factory mounts. Al-ways let the customer know about the difference before you install a different style mount.The torque strut is designed to keep the engine from rocking too far when you accelerate or decelerate. Most factory struts are solid metal, with a rubber bushing on either end. If the bushing wears, the engine will rock back and forth as you give it gas.A number of aftermarket manufacturers offer a hydraulic replacement strut. These struts provide additional vibration dampening, and are often cheaper than the factory strut. They’re a terrific addition, and can even be offered as a benefit to the customer.

Page 1141: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 71

Disassembly and InspectionWhen cleaning automatic transmission parts, avoid using solvents, degreasers or detergents that can damage the friction plates and bands. Use compressed air to dry components; never wipe parts with a rag. The lint from a rag can easily destroy a transmission after the rebuild.There are many different ways to clean automatic transmission parts. Some rebuilding shops use a parts washing machine, which takes a little time to clean the transmission case and associated parts thor-oughly. These parts washers use hot water and a special detergent that sprays onto the parts as they rotate inside the cleaner. Many rebuilders simply clean the parts in a mineral spirits tank, where the parts are brushed and hand cleaned. No matter what type of clean-ing procedure you follow, always rinse the transmission and parts with water and air-dry them before reassembly.After the case is clean, remove the torque converter and carefully inspect it for damage. To remove the converter, slowly rotate it as you pull it from the transmission; have a drain pan handy to catch the fluid. It should come out without binding.This is a good time to check the input shaft splines, stator support splines, and the converter pump drive hub for any wear or damage. Check the converter hub for grooves caused by hardened seals. Also check the bushing contact area. Converters with direct driveshafts should be checked for excessive play at the drive splines of the shaft or converter. If you discover excessive wear or play, replace the converter or shaft as necessary.

Page 1142: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

72 082508 © 2008 ATRA. All Rights Reserved.

Position the transmission to perform an endplay check. The transmis-sion endplay checks can provide information about the condition of internal bearings and seals, as well as clues to possible problems found during the road test. These measurements will also help you deter-mine the correct thickness of the thrust washers during reassembly. The thrust washers’ thickness sets the endplay of various components. Excessive endplay allows clutch drums to move back and forth too far, causing the transmission components and case to wear. Always set the endplay to the low end of its specifications.Perform air pressure tests during disassembly to identify leaking seals, and during reassembly to check the operation of the clutches and ser-vos. During an air pressure test you should be able to hear the clutches and servos apply clearly.If you hear a hissing noise during an air pressure test, a seal is prob-ably leaking in that circuit. If you can’t hear the clutch or servo apply, or if it doesn’t react immediately to the air pressure, something is mak-ing it stick. Repair or replace the apply devices if they don’t operate normally.You should be able to air test virtually every clutch and servo circuit in the transmission. Some transmissions require you to bolt a specially drilled plate to the transmission case to perform an air test. This plate clearly identifies which passages to test, and seals off the other pas-sages, allowing you to apply air pressure directly through the holes on the plate.

Page 1143: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 73

Internal Components and SystemsPumpsInspect the pump bore for scoring on its bottom and sides. If the con-verter fits tightly in the pilot hub, it could hold the converter drive hub and inner gear too far into the pump, scoring the cover. If the front pump bushing has too much clearance, it may allow the gears to run off-center, causing them to wear into the crescent or the sides of the pump body.Check the stator support shaft for looseness in the pump cover, and for interference inside the torque converter. Examine the shaft’s splines and bushing. If the splines are distorted, replace the shaft and pump cover. The bushings control oil flow through the converter and cooler; check their fit carefully. The bushings must fit tight in the stator shaft, with some clearance for the input shaft.Inspect the gears and pump parts for deep nicks, burrs or scratches. Examine the pump housing for abnormal wear patterns. How the gears fit in the pump body and the centering effect of the front bushing determines the amount of oil pressure loss. Scoring or body wear will greatly increase this pressure loss.A commonly missed area is pump gear side clearance. Pump gears may have excessive clearance without visible signs of wear. To mea-sure this:• With the gears or rotor and pump body dry, place them in the

pump pocket. • Place a straightedge across the face of the pump.• Use a feeler gauge to measure the clearance between the pump

gear and straightedge.• Proper clearance is 0.0015” – 0.002” for pumps that are driven by

the converter hub.

Page 1144: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

74 082508 © 2008 ATRA. All Rights Reserved.

Excessive pump clearance is a common cause for a transmission that kills the engine in reverse.For non-lockup applications, or pumps that are driven by something other than the converter hub (such as a pump driveshaft), clearances aren’t as critical, so the clearance doesn’t have to be as tight. Another consideration is pump gear support on the converter hub. The converter hub supports the inner pump gear and keeps it cen-tered. If the converter hub is worn or undersized, or the inside of the pump gear is worn, the inner pump gear will operate off center, due the difference in pressure on the two sides of the gear (high pressure on one side, suction on the other). This can create pump noise. Gener-ally, this noise will get worse as the demand for pressure increases.To check for a worn hub, place the inner pump gear on the converter hub. If the pump gear is used, be careful not to slide the gear too far down on the hub; you want to check it where it rides during normal operation. The gear should be snug (not tight) on the hub and not wobble.If the gear wobbles on the hub, replace the gear, converter, or both. If you replace the gear, make sure you replace the inner and out gears as a set. High line pressure is a common cause for excessively worn inner pump gears and hubs. If you find this condition, make sure you check line pressure before delivering the car.On positive displacement pumps, use a feeler gauge to measure the clearance between the outer gear and the pump housing. Check the clearance between the gears’ teeth and the crescent. Compare these measurements to specifications. Use a straightedge and feeler gauge to check the gear side clearance and compare the clearance to specifica-tions. If any clearance is excessive, replace the necessary components.Variable displacement (vane-type) pumps require different measur-ing procedures. But check the inner pump rotor-to-converter drive hub fit the same way as described for other pumps. The pump rotor, vanes and slides are originally selected for size during assembly at the factory. Changing any of these parts during a rebuild can destroy this sizing and possibly the body of the pump. You must maintain the original sizing if any parts need replacement. This is why these parts are available in selective sizes.The vanes are subject to wear, cracks and subsequent breaks. The outer edge of the vanes should be rounded, with no flattening. These pumps have an aluminum body and cover halves; replace them if there’s any sign of scoring.Inspect the reaction shaft’s sealing rings. If the rings are made of cast iron, make sure the rings rotate freely in their grooves. Check the clearance between the reaction shaft support ring groove and the seal-ing ring. If the sealing rings are the Teflon full circle type, cut them out and use the special tools to replace them.

Page 1145: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 75

The outer area of most pumps has a rubber seal. Check the fit of the new seal by making sure the seal sticks out a bit from the groove in the pump. If it doesn’t, it’ll leak. Always replace the seal at the front of the pump during a rebuild. Most of these are metal clad lip seals. Be care-ful not to damage to the sealing area when removing the old seal.Check the area behind the seal to be sure the drainback hole is open to the sump. If this hole is clogged, the new seal could blow out. The drainback hole relieves pressure behind the seal. A loose-fitting con-verter drive hub bushing can also cause the front pump seal to blow out.Some transmissions are known for front seal pop-out problems. When working on one of those units, always follow the recommendations for preventing this problem. These recommendations will usually include drilling out the drainback hole, installing a special bushing, and using a seal retainer.

Clutches and BandsSome technicians like to disassemble and examine one clutch drum at a time; others prefer to disassemble all of the drums and inspect them all at once. If you choose the latter, make sure you keep the parts for each clutch separate from the others, so you can be sure which clutch you’re looking at, and don’t make any mistakes during reassembly.Clean the clutch assembly components. Make sure you clean off all varnish, burned disc facing material, and steel filings. Take special care to wash out any foreign material from inside the drums and hub disc splines. If left in, that material can be washed out by the fresh transmis-sion fluid and sent through the transmission, ruining your rebuild.

inTeRnAl CoMPonenTs And sysTeMs

Page 1146: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

76 082508 © 2008 ATRA. All Rights Reserved.

SplinesThe clutch splines must be in good shape, with no rounded corners or wear. Test them by fitting new clutch discs on the splines. Move the discs up and down the length of the splines to check for binding. If they bind, it can cause the clutch to drag: Replace the hub and recheck.

SpringsCheck the spring retainer; it should be flat, with no sign of distortion at its inner edge. Check all springs for correct height and being straight; look for any cracks; replace any springs that are out of standard or cracked. Many retainers have the springs permanently crimped on. This speeds up production on the assembly line. To check these springs, turn the retainer upside-down, and compare spring length. Closely examine Belleville springs for signs of overheating or cracking; replace any that appear damaged.

Page 1147: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 77

inTeRnAl CoMPonenTs And sysTeMs

Steel PlatesMake sure the steel plates are flat and not worn too thin. Check all steel plates against the thickest one in the pack or a new one. Check for flatness by placing one plate on top of another and checking the inside and outside diameters. Check for burning or scoring, and for damaged drive lugs. If the plates pass inspection, it’s okay to reuse them.Check the grooves inside the clutch drum and check the fit of the steel plates, which should travel freely in the grooves.Wave plates are used in some clutch assemblies to cushion the clutch apply. Inspect these plates for cracks and other damage. Never mix wave plates from one clutch assembly with another. As an aid in as-sembly, most wave plates will have different identifying marks.

Clutch PlatesYou’re going to replace the friction clutch plates during every rebuild; but you should examine the old plates to help diagnose or identify problems that could cause premature failure in your rebuild.Clutch facings should be free of chunking, flaking, and burnt or black-ened surfaces. Discs that are stripped of their facing have been over-heated and subject to abuse.The facing may come off the disc when the bonding loosens because of extreme heat. As the facing comes off, metal-to-metal contact is made and the disc and plate fuse together. This may lock the clutch on. De-pending on which clutch is affected, operating problems can include driving in neutral, binding in reverse, starting in direct drive, binding in second, and other, less common problems.One possible source of clutch failure is inadequate capacity for the ve-hicle. Many clutch drums are available in multiple capacities, with dif-ferent numbers of clutches. In general, the more clutches in the drum, the higher its capacity.If one or more clutches have failed, make sure that the drum provides adequate capacity for the vehicle before reinstalling it.Examine the teeth on the inside of each friction disc for wear or dam-age; look for wear or damage on the mating components, and replace those components as necessary.

Page 1148: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

78 082508 © 2008 ATRA. All Rights Reserved.

Drums and Apply PistonsExamine the clutch drums and pistons carefully; look for signs of cracks, wear or damage. Pay particular attention to any welds or press fit areas.Check all sealing surfaces. They should be smooth and even, without any sign of wear or damage. As a rule, if you can feel the wear, there’s too much there.Clean and check any vent capsules or checkballs in the drum or apply piston. Clean them out carefully, and make sure they vent and seal properly.Examine the ring and seal grooves for wear or cracks.If the drum has a band apply surface, check that surface carefully. Use a straightedge to make sure the drum’s outer edge is flat and provides a clean area for the band to grab. If the outside of the drum is warped or damaged, replace the drum.

Clutch AssemblyIf everything looks okay, install new seals. Lubricate them properly, and reassemble the drum. Follow all assembly procedures to make sure you get the drum together correctly. In some cases you may need special assembly tools to install the clutch pistons or sealing rings.Use the necessary compressors to compress the return spring and in-stall the retaining snap ring.Once you have the piston and drum assembled properly, stack the clutch pack into the drum.

Page 1149: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 79

Clutch Pack ClearanceProper clutch pack clearance is critical for correct transmission opera-tion. Excessive clearance can cause delayed gear engagements; too little clearance may cause the clutch to drag.The exact procedure for measuring clutch pack clearance will vary, depending on the transmission you’re working on. In some cases you’ll be able to adjust the clearance with the large outer snap ring in place. On those units, use a feeler gauge to check the distance between the pressure plate and the outer snap ring, or between the backing plate and the top friction disc.You also may be able to set clutch clearance with a dial indicator. Use a seal pick or apply air pressure to raise the clutch; the dial indicator should provide the total travel or clearance. There are several methods available for adjusting clutch clearance, depending on the transmission and drum you’re working on. In some cases, selective snap rings are available. Install a thicker snap ring to reduce the clearance; a thinner one to increase clearance.In other cases, the pressure plate is selective. Some transmissions even have selective steel plates. Regardless of the procedure used, the key is to make sure you adjust the clearance to specs, keeping it as low aspossible while making sure you always have some free travel.

BandsServicing bands and their components includes inspecting the bands and the drums the bands wrap around. Before the introduction of overdrive automatic transmissions, most bands remained released dur-ing high gear. But many overdrive automatic transmissions use a band for overdrive, which puts an additional load on the band. That’s why it’s important to inspect the bands thoroughly.The bands in a transmission will be either single or double wrap, de-pending on the application. Either can be the heavy-duty cast-iron type or the normal strap style.Never twist or flatten out strap or flex bands: This may crack the lining and eventually cause the lining to flake.Band failure is easy to spot during a rebuild. Look for chipping, cracks, burn marks, glazing, or erratic wear patterns and flaking. If any of these defects appear, replace the band.Look at the linings of heavy-duty bands to see if the lining is worn evenly. A twisted band will have a tapered wear on the lining. If the friction material is blackened, it indicates the band was overheated. High heat may weaken the bonding of the lining and allow the lining to come loose.

inTeRnAl CoMPonenTs And sysTeMs

Page 1150: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

80 082508 © 2008 ATRA. All Rights Reserved.

Check the drum surface for discoloration, scoring, glazing or distor-tion.The surface of the drum must also be flat. This isn’t usually a prob-lem with a cast iron drum, but it can affect the stamped steel drum. It’s possible for the outer surface of the drum to dish outward during normal service.Check the drum for flatness across the outer surface where the band runs. Any dishing will cause the band to distort as it attempts to get a full grip on the drum, weakening the bond between the friction mate-rial and the band. This will cause early failure due to flaking of the fric-tion lining. Replace the drum if it’s dished. Check your shop manual for maximum allowable tolerances.Carefully check the band struts, levers and anchors for wear. Replace any worn or damaged parts.

Air TestingAfter you’ve set the clutch pack clearance, perform an air test on each clutch. This will verify that all of the seals and checkballs in the hy-draulic components are able to hold and release pressure. During this air check you’ll apply regulated air directly to the drum, while sealing off any other apply holes with your fingers. Since there are no moving surfaces such as oil control rings in the circuit that you’re checking, you should hear virtually no air leaking from the clutch seals or drum.You should also air check the clutches and servos during assembly. This is the best way to check the condition of the circuit. The precise procedure for performing this test varies depending on the transmis-sion you’re working on.

Page 1151: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 81

Servo AssemblyServos are basically pistons with seals that fit in a bore, and are held in position by springs and retaining snap rings. On some transmissions, servo assemblies are serviceable with the transmission in the vehicle. Others require complete transmission disassembly. Before disassembling a servo or any other components, carefully in-spect the area to identify any leaks. Do this before cleaning the area around the seal. Look at the path of the fluid leak and identify other possible sources. These sources could be worn gaskets, loose bolts, cracked housings, or loose line connections.

inTeRnAl CoMPonenTs And sysTeMs

Then remove the retainer and pull the assembly from the bore for cleaning. Check the condition of the piston and springs. Always re-place the sealing component, whether it’s an oil control ring, lip seal, or a molded rubber piston.Inspect the outside of the seal. If it’s wet, determine whether oil is leak-ing out or if it’s merely lubricating film oil. When removing the servo, continue to look for possible leaks. Check both inner and outer parts of the seal for leaks. When removing the seal, inspect the sealing sur-face, or lips, before washing. Look for unusual wear, warping, cuts and gouges, or particles embedded in the seal. Clean all components carefully. Check the servo piston for cracks, burrs, scores or wear. Servo pistons may be made of either aluminum or steel, or may be molded rubber which provides its own seal.Check all pistons carefully for cracks and for their fit on guide pins. Cracked pistons will create a pressure loss and pistons that are loose on the guide pin allow the piston to leak and bind in its bore.Regardless of the type of piston, the seal groove should be free of nicks or any imperfection that might pinch or bind the seal. Clean up any problems with a small file or scraper. The piston should have a side clearance of 0.003” to 0.005” (0.076 to 0.127 mm).

Page 1152: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

82 082508 © 2008 ATRA. All Rights Reserved.

AccumulatorsBegin accumulator disassembly by removing the accumulator plate snap ring or bolts. After removing the accumulator plate, remove the spring and accumulator piston. Always replace the seals whenever you service the accumulator. Lubricate the new accumulator piston ring and carefully install it on the piston. Lubricate the accumulator cylin-der walls and install the accumulator piston and spring. Then reinstall the accumulator plate and retaining snap ring.Many accumulator pistons can be installed upside down. This results in excess free travel of the piston or too much compression of the ac-cumulator spring. Pay attention to the direction of the piston during teardown, because you may not find a good picture to help during installation. Because accumulator movement affects shift feel, correct installation is critical.It’s common for manufacturers to mate servo piston assemblies with accumulators. This takes up less space in the transmission case and, be-cause they have the same basic shape, can reduce some of the machin-ing during manufacturing.

Gear TrainPlanetaries

Inspect the planetary gearset carefully to eliminate the possibility of noises in a newly rebuilt unit. Check planetary gear teeth for chips or broken teeth. If the gear is mounted to a splined shaft, check the splines for wear or damage.The planetary gears used in automatic transmissions are helical gears, like the ones used in most manual transmissions. This type of gear operates quietly, but makes it necessary to check the endplay of indi-vidual gears during inspection. The helical cut makes the gears thrust to one side during inspection. This can put a lot of load on the thrust washer and may wear them beyond specification.

Page 1153: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 83

Look for obvious problems like blackened gears or pinion shafts. This indicates severe overloading or lube problems, and requires replacing the carrier. Sometimes the pinion gear and shaft assembly can be re-placed individually. A light bluish color can be normal, caused by the heat-treating process during manufacturing.Check the planetary pinion gears for loose bearings. Check each gear individually by rolling it on its shaft to feel for roughness or binding of the needle bearings. Wiggle the gear to be sure it isn’t loose on the shaft and to feel for roughness or binding. Looseness will cause the gear to whine when it’s loaded. Inspect the gears and teeth for chips or imperfections, as these will also cause whine.Check the gear teeth around the inside of the front planetary ring gear. Check the fit between the front planetary carrier and the output shaft splines; here’s how:• Remove the snap ring.• Check the fit between the front planetary ring gear.• Examine the thrust washer and the outer splines of the front drum

for burrs or distortion. The rear clutch friction discs must be able to slide freely on these splines.

With the snap ring removed, remove the front planetary carrier from the ring gear. Check the planetary carrier gears’ endplay by placing a feeler gauge between the planetary carrier and the pinions. Compare the endplay to specifications. On some Ravigneaux units, you’ll need to check the clearance at both ends of the long pinion gears. Check the sun gear splines. Inspect the sun gear’s inner bushings for looseness on its shaft. Also check the fit of the sun shell to the sun gear. The shell can crack where the gear mates with the shell. Always re-place any shell that varies from true round.Check the sun shell for being bell-mouthed where it’s tabbed to the clutch drum. Excess play between the sun shell and the clutch drum allows the sun shell tabs to strike the clutch drum tabs as the transmis-sion shifts from first to second, or when shifted into reverse.Check the sun shell for the best fit into the clutch drum slots. This involves trial fitting the shell and drum at all possible combinations and marking the point where they fit the tightest. A snug fit here will eliminate bell-mouthing caused by excess play at the tabs. It can also reduce engagement noise in reverse, second and fourth gears. The gear carrier should have no cracks or damage. Replace any abnor-mal or worn parts. Check the thrust washer for excessive wear and, if required, correct the input shaft thrust clearance by using a washer with the correct thickness. Determine the correct thickness by measur-ing endplay. Some shop manuals will give a range for this endplay; if not, consider about 0.007” to 0.025” (0.178 to 0.635 mm) acceptable.

inTeRnAl CoMPonenTs And sysTeMs

Page 1154: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

84 082508 © 2008 ATRA. All Rights Reserved.

Drive Chains and Sprockets

The drive chains used in some transaxles should be inspected for side play and stretch. These checks are made during disassembly and should be repeated during reassembly. Measure chain deflection be-tween the centers of the two sprockets:• Push in on one side of the chain until it’s tight.• Mark its position on the housing.• Push the chain outward on the same side until it’s tight.• Mark its position on the housing.• Measure the distance between the two marks

The distance between the two marks is the total deflection. If total de-flection exceeds specifications, replace the drive chain. Be sure to check for an identification mark on the chain during disas-sembly. This can be a paint mark or a dark colored link. The identifica-tion mark can indicate either the top or bottom of the chain, so be sure you remember which side is up.Inspect the sprockets for tooth wear. If the chain was slack, the sprock-ets may also be worn, just as engine timing gears wear when the tim-ing chain stretches. A slightly polished appearance on the face of the gears is normal.Check the bearings and bushings on the sprockets for damage. Exam-ine the thrust bearings for any deterioration of the needles and cage. Check the running surface in the sprocket, as the needles may pound into the gear’s surface during operation.Check the bushings for any sign of scoring, flaking or wear. Replace any worn parts.On some transaxles, you’ll need to spread the sprockets slightly to re-move and install the chain drive assembly. The key to this is to spread the sprockets just the correct amount; if you spread them too much, they won’t be easy to remove or install.

Page 1155: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 85

DifferentialsAlways inspect transaxle final drive units (differentials) carefully. Examine each gear, thrust washer and shaft for signs of damage. If the gears are chipped or broken, replace them. Also inspect the gears for signs of overheating or scoring on the bearing surfaces.Final drive units may be helical gear or planetary gear units. On helical gears, check for worn or chipped teeth, overloaded tapered roller bear-ings, and excessive differential side gear and spider gear wear. Exces-sive play in the differential can cause engagement clunk. Be sure to measure the clearance between the side gears and the differential case, and check the fit of the spider gears on the spider gear shaft. Look for the clearance specs in your shop manual. The side bearings of some final drive units are preloaded with shims. Select the correct size shim to bring the unit into specifications. Use a torque wrench to measure the rotating torque. Compare your readings to specifications.If the bearing preload and endplay are within specs and the bearings are in good condition, you can reuse the parts, but always install new seals during assembly. These bearings are similar to RWD rear axle side bearings, so never set the preload to the new bearing specifica-tions. Used bearings should be set back to the teardown preload, or about one-half the preload of a new bearing.Check planetary-type final drives for the same differential case prob-lems as the helical type. Examine the planetary pinion gears for loose-ness or roughness on their shafts and measure the endplay. Any prob-lems will normally require replacing the carrier as a unit, since most pinion bearings and shafts aren’t sold separately. Look for specifica-tions for these differentials in your shop manual. All final drive assemblies are available in more than one ratio, so make sure you’re using the same gear ratios during assembly. This isn’t normally a problem when rebuilding a single unit, but if your shop is rebuilding a lot of transmissions at the same time, it’s possible to mix up parts, causing problems after the rebuild.

inTeRnAl CoMPonenTs And sysTeMs

Page 1156: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

86 082508 © 2008 ATRA. All Rights Reserved.

CaseAlways clean the transmission case thoroughly and blow out all pas-sages. After the case has been cleaned, examine all the bushings, fluid passages, bolt threads, clutch plate splines, and the governor bore. Check the passages for restrictions and leaks by applying compressed air to each one. If the air comes out the outer end, there’s no restriction. To check for leaks, plug off one end of the passage and apply air to the other. If pressure builds in that passage, there are probably no leaks. Modern transmission cases are made of aluminum, primarily to save weight. Aluminum is a soft material that can deform, scratch, crack or score much more easily than cast iron. Pay special attention to the clutch, oil pump, servo and accumulator bores. All bores should be smooth to avoid scratching or tearing the seals. The servo piston could also hang up in a bore that’s deeply scored. Check the fit of the servo piston in the bore — without the seal, if possible — to be sure it travels freely. There should be no tight spots or binding over the whole range of travel. Any deep scratches or gouges that cause the piston to bind will require case replacement.Check case-mounted accumulator bores and clutch bores the same as servo bores. Look for any scratches or gouges in the sealing area that would affect the rubber seals. It’s possible to damage these areas dur-ing disassembly, so be careful with tools used during a rebuild.The oil pump bore at the front of the case should be free of any scratch-es that would keep the O-ring from sealing against the outer diameter of the pump.Check case sealing surfaces for surface roughness, nicks or scratches where the seals ride. Any problems found in servo bores, clutch drum bores, or governor support bores can cause pressure leaks.Imperfections in steel or cast-iron parts can usually be polished out with a crocus cloth. Be careful not to disturb the original shape of the bore. Never use sandpaper: that will leave too deep a scratch in the surface. Use a crocus cloth inside clutch drums to remove the marks left by the cast-iron sealing rings. This will help the new rings rotate with the drum as designed. As a rule, replace all sealing rings during a rebuild; this gives the desired sealing surface for proper operation.Passages in the case guide the fluid through the case. Although not common, case porosity between passages can cause crossleaks from one circuit to another. This can cause bindup (two gears at once), or a slow pressure bleed, which can slowly burn out a clutch or band. If you suspect this, try filling the circuit with solvent. If the solvent leaks down, check each part of the circuit to find the leak. Be sure to check that all necessary checkballs were in position dur-ing disassembly. Inspect small screens throughout the unit for foreign material; these screens prevent valve hangup. Most screens can be removed easily. Be careful during cleaning; some solvents will destroy the plastic screens. Low air pressure from behind can be used to blow the screens out of the case.

Page 1157: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 87

Bushings are normally in the rear of the case and require the same inspection and replacement techniques as other bushings in the trans-mission. Always be sure that the oil passages to a pressure-fed bushing or bearing are open and free of dirt and foreign material.Vents in the pump body or transmission case prevent pressure from building up in the transmission. You can check these vents by blow-ing low air pressure through them, squirting solvent or brake cleaning spray through them, or by pushing a small diameter wire through the vent passage. A clean, open passage is all you need to verify proper operation.

Parking PawlOn some vehicles you can inspect and repair the parking pawl while the transmission is still in the vehicle. Examine the engagement lug on the pawl, making sure it isn’t rounded off. If the lug is worn, it may al-low the pawl to slip out or not fully engage in the parking gear.Most parking pawls pivot on a pin. In that case, check the pin for ex-cess wear or damage. Check the spring that pulls the pawl away from the parking gear to make sure it’ll remain disengaged while the vehicle is driving.The pushrod or operating shaft must provide the correct amount of travel to engage the pawl to the gear. Make sure that the shaft isn’t bent and the pivot holes in the internal shift linkages aren’t worn.Replace any worn or damaged components. Keep in mind that the parking pawl is the only thing holding the vehicle in place in park. If the parking pawl isn’t engaging correctly, the vehicle may roll or even drop into reverse when the engine is running, causing an accident or injury. Replace any questionable or damaged parts.

inTeRnAl CoMPonenTs And sysTeMs

Page 1158: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

88 082508 © 2008 ATRA. All Rights Reserved.

BushingsAlways inspect bushings for pitting and scoring. Always check the bushings’ depth and the direction of the oil groove, if so equipped, before you remove them. Many bushings in the planetary gears and output shaft area have oiling holes. Make sure you align these holes correctly during installation or you may block off oil delivery and de-stroy the gear train.Replace all bushings where possible. In some cases a bushing may not be available; in that case, check the bushing clearance. If the bushing is worn beyond the recommended clearances, replace the component.Always check bushing clearance, even if you replace the bushing. This is especially important with pump bushings. Excessive pump bushing clearance is a common cause of front seal blowout. In fact, some appli-cations are so prone to front seal blowout that you should enlarge the converter drainback hole in the pump. Generally, a bushing will have about 0.001” – 0.002” clearance per inch in diameter. So a 1.50” bushing should have between 0.0015” – 0.003” clearance between it and the hub.With larger bores you can use a feeler gauge to measure bushing clear-ance. For smaller bores you’ll need an inside caliper or ball gauge.Another thing to consider is abnormal wear, such as pitting, discolor-ing, or wear on one side of the bushing. Pitting and discoloration are often signs of a ground problem, usually caused by a broken or miss-ing ground strap. Bushing discoloration can also caused by lack of lube. The most common cause of lube problems is a restricted cooler. Always make sure you do a proper cooler flush prior to installing the transmission. Wear on one side of the bushing indicates a centering problem. This is most commonly seen with pump bushings. Worn out engine dowel pins or damaged transmission dowel pin bores can misalign the trans-mission, moving the pump bushing to one side and making contact with the torque converter hub. Bushings are made of various materials, most commonly bronze or babbit. It’s best to replace the bushing with the same type as originally used, although some applications may require a change from bronze to babbit when the hub it rides on is of a different hardness than the origi-nal. This occurs sometimes with pump bushings, where the replace-ment torque converter hub isn’t as hard as the original. In these cases you’ll want to use a babbit replacement bushing to avoid converter hub wear. Contact your parts supplier for details. Most bushings are press-fit into a bore. To remove them, drive them out of their bores with a properly sized bushing tool. Some bushings can be removed with a slide hammer fitted with an expanding or threaded fixture that grips the inside of the bushing. Other bushings can be collapsed in their bore, and then removed with a pair of pliers.

Page 1159: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 89

You can remove small bore bushings that are difficult to reach with a bushing removal tool by tapping the inside of the bushing. Thread a bolt into the bushing and use a slide hammer to pull the bolt and bush-ing out of its bore.The best way to install a new bushing is to press it in with an arbor press; not drive it in with a hammer. This assures that the bushing re-mains true and flush and reduces the potential for damaging the bush-ing during installation.

Thrust Washers and BearingsThrust washers support components against thrust load and keep parts from rubbing together, to prevent wear on parts such as plan-etary gearsets. Selective thrust washers come in various thicknesses to take up clearances and adjust shaft endplay.Inspect flat washers and bearings for scoring, flaking and wear through to the base material. Check flat washers for broken or worn tabs. These tabs are critical for holding the washer in place. On metal thrust washers, the tabs may appear cracked at the bend of the tab. This is normal; a characteristic of the material used to manufacture them.Plastic thrust washers won’t appear worn unless they’re damaged. The only way to check for wear on a plastic thrust washer is to compare its thickness with a new part. Replace any damaged or worn thrust wash-ers and bearings.Use assembly lube to hold thrust washers in place during assembly. This will keep them from falling out while you’re assembling the parts. Examine all bearings for roughness before and after cleaning. Carefully check the inner and outer races, the rollers, needles, or balls for cracks, pitting, etching or signs of overheating. Replace any that appear worn or damaged.

inTeRnAl CoMPonenTs And sysTeMs

Page 1160: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

90 082508 © 2008 ATRA. All Rights Reserved.

ShaftsCarefully examine the areas on all shafts that ride against bushings, bearings or seals. Inspect the splines for wear, cracks or other damage. A quick way to identify spline wear is to fit the mating splines together and check for movement.Check shafts for scoring where they ride in bushings. Any scoring on the shaft indicates a lack of lubrication. The affected bushing should appear worn into the backing metal. Because shaft-to-bearing fit is critical for proper oil travel throughout the transmission, always re-place worn shafts. Lubricating oil is carried through most shafts, so it’s important to check them for internal debris: A blocked oil delivery hole can starve a bushing, damaging the shaft. It may not be possible to examine the internal oil passage visually, so the only way to make sure the passage is clear is to check it during cleaning. Wash the shaft passage out with solvent and run a piece of small diameter wire through the passage to dislodge stuck particles.If there’s a ball or plug in the end of the shaft, make sure it seals the shaft and is securely in place. A missing ball or plug could allow lube pressure to leak out, and cause burned planetary gears and scored shafts. Inspect any shaft that has an internal bushing as described ear-lier. Replace all worn or damaged parts as necessary.Input and output shafts can be solid, drilled or tubular. The solid and drilled shafts are supported by bushings, so the bushing journals of the shaft should be free of wear. Small scratches can be removed with 300-grit emery paper. Grooved or scored shafts require replacement.The splines shouldn’t show any sign of waviness along their length. Check drilled shafts to be sure the drilled portion is free of any foreign material. Wash out the shaft with solvent and run a small diameter wire through to dislodge any particles. Then wash the shaft once more and blow it out with compressed air.Some shafts may be used to support another shaft, such as when the output shaft uses the rear of the input shaft to center and support it. Always replace the small bushing in the front of the output shaft on these transmissions during rebuild.

Page 1161: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 91

Oil Control RingsAt times, leaks may be from sources other than seals. Worn gaskets, loose bolts, cracked housings, or loose line connections can all cause leaks. Inspect the outside of the seal; if it’s wet, see whether the oil is running out or if it’s merely a lubricating film. Check both the inner and outer parts of the seal for oil.While removing a seal, inspect the sealing surface, or lips, before clean-ing it. Look for signs of unusual wear, warping, cuts and gouges, or particles embedded in the seal. On spring-loaded lip seals, make sure the spring is seated around the lip and the lip wasn’t damaged when first installed. If the seal’s lip is hard, it was probably caused by heat from either the shaft or the fluid.If the seal is damaged, check the shafts for roughness at the seal con-tact area. Look for deep scratches or nicks that could have damaged the seal. Determine whether the shaft splines, keyway or a burred end could have caused a nick or cut in the seal lip during installation.Inspect the seal housing bore: Look for nicks and gouges that could create a path for oil leaks. A badly machined bore can allow oil to seep out through a spiral path. Sharp corners at the bore edges can score the seal’s metal case during installation. These scores can make a path for oil leaks.Oil control rings are designed to rotate in the channels cut into the shaft, not against the drum surface. If the rings seize in the shaft, they can wear grooves into the drum surface. This is often caused by high line pressure. In addition, excessive geartrain endplay of drum bush-ing-to-hub clearance can allow the drum to cock on the support and make contact with the ring tower while rotating. This is apparent when there are two grooves in the drum where a single ring should ride.

inTeRnAl CoMPonenTs And sysTeMs

Page 1162: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

92 082508 © 2008 ATRA. All Rights Reserved.

Since oil control rings rotate with the drum they are sealing, metal rings can sometimes cause wear the ring groove. To check for excessive wear in the sealing ring groove, measure the side clearance with a feeler gauge. Proper side clearance for a metal ring is 0.002” – 0.004”. Teflon sealing rings operate with much higher side clearance, and are less likely to wear into the metal grooves, so this measurement isn’t important during rebuild. Never replace a metal ring with a Teflon ring that operates on an aluminum support. The Teflon ring will almost always wear out the support.Always bore fit new rings before installing. That way you’ll know you’re using the right ring, and that the ring will seal properly during operation.Check all check valves and checkball contact surfaces. Make sure they seal properly and operate freely during use. Improper sealing can cause a leak that will damage the transmission or affect its operation. Failure to bleed properly can cause the component to become air bound, and cause transmission operating problems and early failure.

One-Way ClutchesBecause they are purely mechanical in nature, one-way clutches are relatively simple to inspect and test. The durability of these clutches relies on constant fluid flow during operation. If a one-way clutch fails, inspect the hydraulic feed circuit to the clutch to see if the failure was caused by fluid starvation. The rollers and sprags ride along a race while overrunning; any loss of fluid can allow them to overheat and fail. Sprags, by design, produce a wave in the fluid as they slide across the inner and outer races, making them somewhat less prone to damage. Rollers, due to their spinning action, tend to throw off fluid, which makes them more likely to suffer from fluid starvation.While checking the hydraulic circuit, examine the feed holes in the races of the clutch. Use a small diameter wire and spray carburetor cleaner or brake cleaner to make sure the feed holes are clear. Push the wire through the feed holes and spray the cleaner into them. Then blow them out with compressed air.

Page 1163: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 93

Disassemble roller clutches to inspect the individual components. The surface of the rollers should have a smooth finish with no evidence of any flatness. Likewise, the race should be smooth and show no sign of roughness, as this indicates severe impact loading. This condition may also cause the roller clutch to buzz as it overruns.Check the roller clutch springs for cracks, broken ends, or flattening. All of the springs should be about the same shape and size. Replace the clutch assembly if the springs are distorted. Then check for proper tension: Hold the roller clutch by its cage, and give it a little shake. The springs should hold the rollers in place. If the rollers fall out of the cage, the springs are weak: Replace the roller clutch assembly.Replace any races or cams that show any damage, wear or surface ir-regularities.Sprags can’t easily be disassembled, so a complete and thorough in-spection is necessary. Pay particular attention to the faces of the sprags. If the faces are damaged, replace the sprag. Scored or torn faces indi-cate dry running: Replace the complete unit, and make sure the clutch is receiving proper oil.Check your service bulletins; manufacturers sometimes offer replace-ment sprags or roller clutches to improve operation and holding characteristics. Always use the latest version one-way clutch, to avoid problems later.Once the one-way clutch is ready for installation, verify that it over-runs in the proper direction. In many cases — particularly with sprags — it’s possible to install the clutch backward, which would cause it to overrun and lock in the wrong directions. This would create serious operating problems. Most shop manuals provide a clear picture of the direction for locking and freewheeling; make sure you have the clutch assembled correctly before installing it in the case.

inTeRnAl CoMPonenTs And sysTeMs

Page 1164: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

94 082508 © 2008 ATRA. All Rights Reserved.

Notes: __________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

Page 1165: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 95

Assembly and ChecksCAUTION: Never use wheel bearing or axle grease as an assembly

lube; these greases contain molybdenum, which can prevent sprags and roller clutches from holding properly.

Before proceeding with the final assembly, make sure the case, hous-ing and parts are clean and free from dust, dirt and foreign matter. Have a tray available with clean ATF for lubricating parts and a jar or tube of assembly lube for securing washers during installation. Coat all parts with the proper type of ATF. Soak bands and clutches in the fluid for at least 15 minutes before installing them. All new seals and rings should have been installed before beginning final assembly.Carefully examine all thrust washers and coat them with assembly lube before putting them in place.Assemble the transmission carefully, one component at a time. Make sure you check all components for proper alignment and operation as you install them. Many transmissions have more than one endplay ad-justment; always check the endplay adjustments carefully, and adjust them as necessary.Once you have the components installed in the case, install the pump carefully. Use alignment dowels to make sure you have the pump aligned with the bolt holes. Seat the pump as much as possible before installing the bolts. Then bolt it down evenly, and torque the bolts to factory specs.Install any checkballs or screens in the case. Check the gaskets against the separator plate to make sure you’re using the right ones, then install the valve body onto the case. Use alignment dowels to align the valve body to the worm tracks in the case. Install all the bolts before tightening them.On some transmissions you’ll need to adjust the valve body or manual valve alignment before tightening the valve body bolts. Make sure everything is aligned properly before you tighten the bolts.

Page 1166: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

96 082508 © 2008 ATRA. All Rights Reserved.

Torque ConverterMost torque converters today come with a clutch facing inside them. Since that facing can’t be replaced in the shop, you’ll need to replace the torque converter with every rebuild. In most cases, you’ll use a rebuilt converter. But whether you’re using a rebuilt converter or a new one, you’ll always want to check it carefully before installing it in your rebuild.Inspect the converter’s drive lugs or studs carefully. These hold the converter to the flexplate to make sure the converter rotates in line and evenly with the flexplate. The threads on the studs or lugs should be clean and in good condition. They should also be tightly seated into the torque converter. Check the shoulder area around the lugs and studs for cracked welds or other damage.If the internal threads of a drive lug are damaged, you can repair it by tapping the threads or installing a threaded insert. If you find any other damage, replace the converter. Also inspect the converter attach-ing bolts or nuts, and replace them if necessary. Check the hub of the torque converter. It should be smooth, with no signs of wear. If the hub is worn, carefully inspect the oil pump drive and replace the torque converter. Light scratches, burrs, nicks or scor-ing marks on the hub surface can be polished out with a fine crocus cloth. Don’t allow dirt to enter the converter while polishing the hub. If the hub has deep scratches or other major imperfections, replace the converter.In general, replace the torque converter if it has fluid leaking from its seams or welds, loose drive studs, worn drive stud shoulders, stripped drive stud threads, a heavily gouged hub, or excessive runout.Transaxles that don’t have their oil pump driven directly by the torque converter use a driveshaft that fits into a support bushing inside the converter hub. Check this bushing for wear: Measure the inside di-ameter of the bushing and the outside diameter of the driveshaft; the difference between the two measurements is the amount of clearance. If the clearance is excessive, replace the bushing.

Page 1167: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 97

Endplay, Preload and ClearancesWhile a transmission operates, the gears, shafts and bearings are sub-ject to loads and vibrations. Because of this, the drivetrain must nor-mally be adjusted for the proper fit between parts. These adjustments require the use of precision measuring tools. There are three basic adjustments to consider:1. Adjusting the clearance or play between two gears in mesh is re-

ferred to as adjusting the backlash. 2. Endplay adjustments limit the amount of end-to-end movement of a

shaft.3. Preload is an adjustment made to put a load on an assembly, to offset

the load the assembly will face during operation.Backlash is the clearance between two gears in mesh. Excessive back-lash can be caused by worn gear teeth, the improper meshing of teeth, or bearings that don’t support the gears properly. Excessive backlash can result in broken gear teeth caused by severe impact from sudden stops or directional changes. Insufficient backlash causes excessive wear on the gear teeth and can cause premature failure.You’ll usually measure backlash with a dial indicator mounted with its stem in line with the rotation of the gear, and perpendicular to the angle of the teeth. Move one gear in each direction while holding the other gear. The amount of movement on the dial indicator equals the amount of backlash present. Adjusting the shims on the gear shaft is the normal procedure for making backlash adjustments.Endplay refers to the measurable up-and-down looseness of a bearing. Always measure endplay with the gears unloaded. To check endplay, mount a dial indicator against the outer side gear or the end of a shaft. Then pry the gear or shaft in both directions and check the readings. The difference between the two readings is the amount of endplay. Shims or adjusting nuts are used to adjust endplay.

AsseMBly And CheCks

Page 1168: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

98 082508 © 2008 ATRA. All Rights Reserved.

When normal operating loads are high, gear trains are often preloaded to reduce deflection. The amount of preload is specified in service manuals and must be adjusted for the design of the bearings and the strength of the parts. If you preload the bearings too much, they’ll heat up and fail. If you set the bearings too loose, the shaft will wear rapidly due to excess deflection. Gear trains are preloaded by shims, thrust washers or adjusting nuts, or by using double race bearings. You’ll usually check preload adjustments by measuring turning effort with a torque wrench.

Air TestingIn some cases you’ll assemble the drums onto the pump, and apply regulated air through the pump and stator shaft. This will pressurize the clutch apply circuit, and should apply the clutches. A slight air leak around the oil control rings is normal during this type of air check.In other transmissions you’ll air check the clutches through the trans-mission case. Exactly how you do this depends on the transmission; in some cases you’ll be able to access the apply ports directly. In others, you’ll need a sealing block or test plate mounted to the case to seal off the worm tracks and provide a clear apply circuit for testing. Be sure to use low-pressure compressed air to avoid damaging the seals. High-pressure air may blow the rubber seals out of the bore or roll them on the piston.While applying air pressure, you may notice some air escaping from around the sealing rings. This is normal, as these rings create a con-trolled leak to provide lubrication. There should be no air escaping from the piston seals. The clutch should apply with a dull but positive thud, and should release quickly without any delay or binding.

Page 1169: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 99

AsseMBly And CheCks

Bolt TorqueCheck the factory specs for torque and tightening pattern. Make sure you follow these specs precisely: overtightening the valve body bolts, or tightening them in the wrong order, can distort the valve body and cause valves to bind. For best results, always torque the bolts in three steps. Then wait 5 or 10 minutes, and recheck the torque.Finally, install the pan gasket and pan. Once again, torque the bolts to factory specs.

Page 1170: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

100 082508 © 2008 ATRA. All Rights Reserved.

Road Testing and DeliveryThe transmission’s rebuilt, it’s back in the car, and it goes right into gear. It’s ready to deliver, right? Not so fast! Before you hand the car back to the customer, you need to perform a complete road test and final examination on the car. That should include checking:

· Transmission operation.· For any vibrations, noises or driveability issues that could affect

customer satisfaction.· Computer system operation, to make sure there are no codes left

in memory.· For any sign of leaks.

So, before you call the customer to “come and get it,” get ready to per-form a complete road test and diagnostic check… one last time.

Road Testing ProceduresBefore you go on any road test, make sure the fluid is full, and check the transmission for any sign of leaks. Finally, connect your scan tool, and check for any codes in memory. If there are any codes, record them and clear them from memory. Hopefully any codes that are there were just set during the installation, before everything was plugged back in; if they return during the road test, you’ll know you need to look into them further.Now go for a drive; a good long one. Make sure you stop and start sev-eral times, so you can feel the transmission shift through all the gear ranges. Try it at all throttle openings, including light throttle, normal throttle, and heavy throttle. Make sure it kicks down properly on a hard throttle.And drive it on all types of roads conditions, including slow, stop-and-go driving and highway cruise.All the while, look for any shift problems: Soft or skipped shifts, harsh shifts, or anything that could indicate a problem.

Computer RetrainingDuring your road test, you’ll want to perform a basic computer retrain-ing procedure. The specific procedure will vary from vehicle to vehicle, but in general it will include:• Allowing the transmission to warm up from cold to normal oper-

ating temperature.• Accelerating from a stop to high range, at light, medium and

heavy throttle ranges, at least three times for each.• Driving at cruising speeds with the transmission fully warmed up,

for at least 3 minutes.

Page 1171: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 101

While this will provide a very basic retraining, it won’t complete the transmission adaptation. That’ll take a few weeks of normal driving, and will require the owner to drive the vehicle. Make sure the custom-er understands that the computer will continue to adjust its operation over the next couple weeks.

Final ChecksOnce you get back from your road test, put the car back on the lift, and check the transmission for any sign of leaks. Some leaks won’t show up until after the car has been driven for a few miles.While you have it in the air, check the pan gasket bolts, cooler lines, and so on for proper torque. They may have loosened slightly with the drive and temperature changes.Check the computer system for codes one last time. There shouldn’t be any; if there are, start looking for a problem or failure in the computer system. If the code is the same one that was set before your road test, you can bank on it being a hard code: A problem that’s there now. A new code may indicate an intermittent problem, such as a loose wire or connection. Check the problem carefully, and make sure it’s gone before you deliver the vehicle.Finally, check the transmission fluid level one last time. Very often air will be trapped inside the clutch drums or passages. Driving the vehi-cle will bleed the air, and let everything fill up the rest of the way. This may require as much as a quart of fluid to top the unit off.Once everything’s tight, the codes are clear, there are no leaks, and the transmission’s operating properly, it’s time to deliver the vehicle. Make sure you remind the customer to come back in a couple weeks for a final checkup.

RoAd TesTinG And deliveRy

Page 1172: Tech Only 2009 Atra Powertrain Expo

ATRA CeRTifiCATion PReP Guide

102 082508 © 2008 ATRA. All Rights Reserved.

Notes: __________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

Page 1173: Tech Only 2009 Atra Powertrain Expo

© 2008 ATRA. All Rights Reserved. 082508 103

Page 1174: Tech Only 2009 Atra Powertrain Expo

2010 ATRA Powertrain ExpoSeptember 9 - 11 San Antonio, TX

Page 1175: Tech Only 2009 Atra Powertrain Expo

COMPANY Web AddressA & Reds Transmission Parts www.areds.comAdapt-A-Case www.adaptacase.comAlto Products Corp. www.altousa.comAmsoil Synthetic Lubricants www.dehoil.comArrow Uniform www.arrowuniform.comATRA/Gears-BookStore www.atra.comBorgWarner Morse Tec www.morsetec.comBosch Diagnostics-Robert Bosch, LLC www.boschdiagnostics.netCentral Valve Bodies www.centralvalvebodies.comCertified Transmissions www.certifiedtransmission.comChrysler-Mopar www.chrysler.comCiti Merchant ServicesCS Industries Inc. www.csindustriesinc.comDacco Transmission Parts, Inc. www.daccoinc.comDCM Tech Corp. www.dcm-tech.comDemand Force, Inc www.demandforce.comEase Diagnostics www.riversidegarage.comEducational Seminars Institute (ESi) www.elitebusinessservices.comElite, The Success Tool Company www.esiseminars.comETE Reman www.enginetrans.comEVT Parts www.evtparts.comExedy Friction www.exedyusa.comEZ-Driver www.ez-rider.comFord Motor Company www.motorcraft.comG-Auto www.gauto.netG-Cor Automotive Corp. www.transmissionhardparts.comGES www.ges.comGFX Corp. www.gfxcorp.comG-Tec, Inc. www.g-tec.comHGM Electronics/PML, Inc. www.compushift.comJasper Engines & Transmissions www.jasperengines.comJDS Worldwide Corp. www.jdsworldwide.comLubegard by International Lubricants, Inc. www.lubegard.comManagement Feedback Systems, Inc. www.mfsfred.comManagement Success! www.managementsuccess.comMustang Dynamometer www.mustangdyne.com

Page 1176: Tech Only 2009 Atra Powertrain Expo

COMPANY Web AddressNATPRO – National Transmission Products Co. www.natpronet.comNorthland Transmission, Inc. www.northlandtransmission.comOklahoma Transmission Supply, Inc. (OTS) www.otsparts.comOmega Machine & Tool, Inc. www.omegamachine.comOpen Road Networks Inc. www.openroadnetworks.bizPower Pusher-Div. of Nu-Star, Inc. www.powerpusher.comPrecision International www.transmissionkits.comPrecision of New Hampton, Inc./ Hot Flush www.gopnh.com / www.hotflusher.comProfitBoost Software www.profitboost.comRatioTek www.ratiotek.comRaybestos Powertrain www.raybestospowertrain.com / www.allomatic.comReam Man Valve Bodies www.reamman.comRostra Precision Controls, Inc. www.rostra.comSeal Aftermarket Products-Parker Hannifin Corp. www.parker.comSlauson Transmission Parts www.slauson.comSmart Blends by Life Automotive Products, Inc. www.lifeautomotive.comSonnax Industries www.sonnax.comSuperFlow Technologies Group www.superflow.comSuperior Transmission Parts, Inc. www.superior.transmission.comTCI Automotive www.tciauto.comToledo Driveline, LLC www.toledodriveline.comTrans Brite / Allen Woods & Associates, Inc. www.transbrite.comTransmission Digest www.mdpublications.comTransmission Rebuilders Network International (TRNi) www.trannybuilder.comTransmission Specialties www.transmission-specialties.comTranstar Industries, Inc. www.transtarindusties.comTranstec by Corteco www.transtec.comTri Components Products Corp. www.tricomponent.comTRNW, Inc. www.trnw.netValeo www.valeoclutches.comValve Body Pros www.valuebodypro.comVBX - Valve Body Xpress, Inc. www.valvebodyxpress.comWhatever It Takes Transmission Parts, Inc. www.wittrans.comZF Sales & Service NA, LLC www.zf.com

Page 1177: Tech Only 2009 Atra Powertrain Expo

Welcome to the 2009 ATRA Powertrain EXPO

Welcome to the 2009 ATRA Powertrain EXPO

Tonight's Presentation of “Taking the guess work out of

diagnosing transmission problems”

Is presented by:Joe Rivera, ProTorqueLance Wiggins, ATRA

Randall Schroeder, ATRA

Tonight's Presentation of “Taking the guess work out of

diagnosing transmission problems”

Is presented by:Joe Rivera, ProTorqueLance Wiggins, ATRA

Randall Schroeder, ATRA

Page 1178: Tech Only 2009 Atra Powertrain Expo

Contents:

1.Logic Over the Shot Gun Approach 2.Proper Diagnostics3.Understanding Scan Data4.Understanding Transmission Operation5.Proper Repairs

Page 1179: Tech Only 2009 Atra Powertrain Expo

Logic Over the Shot Gun Approach

*

**

*

******

Shot Gun is not Accurate Take your time be Precise

Page 1180: Tech Only 2009 Atra Powertrain Expo

Logic Over the Shot Gun Approach

Diagnosing is the process of elimination, whether it’s for a transmission problem, or any other any other component problem.

Rarely will the diagnosis process lead directly to the failing component. True diagnosis is made by eliminating the components that aren’t causing the problem.

Once the these components are proven to be unrelated to the failure, the remaining components are then suspect.

Page 1181: Tech Only 2009 Atra Powertrain Expo

Proper Diagnostics

What is proper diagnostics?

What you need:Scan ToolMaterialsInternetPatience

-Literature, Computer, Books, etc…

-A Must in today’s business! A Must HAVE!

-Tough! But we have to have it!

-This should say TOOLS

Page 1182: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

P0171?Fuel System Lean Bank 1This condition is monitored when the engine is in closed loop, Ambient/Battery

temp sensor is more then 20 degrees and altitude below 8000 ft. Monitored as a two trip fault.

2000 Dodge Durango 5.2L 42/44RECustomer Complaint:

Symptom: Late Shifts, No Power, Sluggish bind up type of feeling when coming to a stop, engine stalls at a stop.

Test Drive: The Vehicle had no second gear! Diagnosis: Yes got the code, but it has nothing to do with the transmission. Cleared

the code and removed the transmission for repair

After Repair Test Drive: Late Shifts, No Power, Sluggish bind up type of feeling.

Page 1183: Tech Only 2009 Atra Powertrain Expo

Understanding Scan DataFuel System Lean? Does that mean the vehicle is running out

of fuel causing these problems? NO!

Let’s look at the scan data! YOU CAN FIX THIS!

Before we get started:

O2 Readings what do they mean?

Voltage readings 0.99 — 0.01These reading should fluctuate between 0.78 and 0.20, these are approximates, models differ.

0.99 Is a Rich reading 0.01 is a Lean reading

Page 1184: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

Page 1185: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

What the Voltage readings Actually Mean

0.99 Is a Rich reading really means the computer is telling the injectors to run LEAN

0.01 is a Lean reading really means the computer is telling the injectors to run RICH

In the case of the Durango, P0171 Lean Bank 1 really meant the vehicle was running super rich. The O2 sensor was fixed at 0.21v. We hooked a smog snifter to the tail pipe and the CO% was 9.99% the highest it can go is 9.99%

Page 1186: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

The O2 sensor is faulty, it was reading 0.20 volts all the time.

Some locations are much easier to get then others

Page 1187: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

P0102, P0103 or P1101?

MAF Sensor These reading should fluctuate between 0.46v and 2.44v, these are approximates, models differ.

What happens if you have no code?

1995 Ford T-Bird 4R70W 4.6LCustomer Complaint: Sluggish shifts, Dragging sensation, Loss of power during the shift, erratic shifts, chattering or shudder during the shifts

Test Drive: The Vehicle had erratic shifts, slow response, and harsh shifts at times, chattering or shudder during the shifts.

Diagnosis: No Codes, Fluid slightly burnt, transmission removed, OD band burnt, Direct clutches had hot spots replaced Diode sprag and reassembled

After Repair Test Drive: Complaint: Sluggish shifts, Dragging sensation, Loss of power during the shift, erratic shifts, chattering or shudder during the shifts

Page 1188: Tech Only 2009 Atra Powertrain Expo

Time to retest…

Let’s look at the scan data! YOU CAN FIX THIS!

Before we get started:

Understanding Scan Data

Not all sensors will code up… this means sometimes we NEED to look for fixed values.

Run a MOVIE, using your scan tool. Review the movie what sensor is NOT moving like it should.

A fixed MAF Sensor will tell the computer that your at a cruise when you are really at a full throttle acceleration. What types of concerns will that cause? YEP YOU GUESSED IT!!!!!!

“Customer Complaint: Sluggish shifts, Dragging sensation, Loss of power during the shift, erratic shifts, chattering or shudder during the shifts”

Page 1189: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

Find the MAF Sensor

Make sure you have theProper voltage

You can clean the sensorOr replace it. If you choose To clean it remove the Sensor from the housing

Page 1190: Tech Only 2009 Atra Powertrain Expo

Understanding Scan DataRemove the sensor from the housing (Left). Inspect the HOT and COLD wire for debris (Right). Use regulated air to clean the sensors

Page 1191: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

Page 1192: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

P0300 codes?

Before you start your diagnosis on a transmission concern. Start with the P0300 first, inspect the wires, remove a couple of spark plugs, and check with the customer regarding any previous repairs. Like a tune up from the local XYZMart.

Misfire Codes These codes are a must fixed FIRST!!!!!!

1999 Ford Ranger 3.0L 5R55ECustomer Complaint: Shudder during the shifts, shudders during slight throttle increase.

Test Drive: Confirmed the above statements and code P0300 and P0741

It has to be a Converter issue right?

Page 1193: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

Charge

Plug firing across the gap

Coil Discharge

Back to the beginning or the next cycle

Coil Discharge Oscillations

Erratic Spikes

Page 1194: Tech Only 2009 Atra Powertrain Expo

Understanding Scan Data

Spark plugs can cause transmission type feelings. Remember Customers are not technicians sometimes we have to be doctors of mechanical nature

Page 1195: Tech Only 2009 Atra Powertrain Expo

Proper Diagnostics

What is proper diagnostics?

What you need:Scan ToolMaterialsInternetPatience

-Literature, Computer, Books, etc…

-A Must in today’s business! A Must HAVE!

-Tough! But we have to have it!

-This should say TOOLS

Add to that the most valuable tool in your tool box….

Lance Says…

Page 1196: Tech Only 2009 Atra Powertrain Expo

An objective point of view !!!An objective point of view !!!

Page 1197: Tech Only 2009 Atra Powertrain Expo

Logic Over the Shot Gun Approach

Diagnosing is the process of elimination. Whether it’s for a transmission problem, or any other component problem.

Rarely will the diagnosis process lead directly to the failing component. True diagnosis is made by eliminating the components that aren’t causing the problem.

Once these components are proven to be unrelated to the failure, the remaining components are then suspect.

Lance Says…

Page 1198: Tech Only 2009 Atra Powertrain Expo

LetLet’’s take that one step s take that one step furtherfurther……..

RCA (root cause analysis)RCA (root cause analysis)

Page 1199: Tech Only 2009 Atra Powertrain Expo

Definition:Definition:Root cause analysisRoot cause analysis ((RCARCA) is a class of problem ) is a class of problem solving methods aimed at identifying the root causes of solving methods aimed at identifying the root causes of problems or events. The practice of RCA is predicated problems or events. The practice of RCA is predicated on the belief that problems are best solved by attempting on the belief that problems are best solved by attempting to correct or eliminate root causes, as opposed to merely to correct or eliminate root causes, as opposed to merely addressing the immediately obvious symptoms. By addressing the immediately obvious symptoms. By directing corrective measures at root causes, it is hoped directing corrective measures at root causes, it is hoped that the likelihood of problem recurrence will be that the likelihood of problem recurrence will be minimized. However, it is recognized that complete minimized. However, it is recognized that complete prevention of recurrence by a single intervention is not prevention of recurrence by a single intervention is not always possible. always possible.

* Wikipedia

*

Page 1200: Tech Only 2009 Atra Powertrain Expo

General principles of root cause analysisGeneral principles of root cause analysis

1. Aiming performance improvement measures at root causes is more effective than merely treating the symptoms of a problem.

2. To be effective, RCA must be performed systematically, with conclusions and causes backed up by documented evidence.

3. There is usually more than one potential root cause for any given problem.

4. To be effective the analysis must establish all known causal relationships between the root cause(s) and the defined problem.

* Wikipedia

Page 1201: Tech Only 2009 Atra Powertrain Expo

OK, once Lance and Randall have helped you find the failed component ….GREAT !!!

Now it is time to do some root cause analysis. You know what failed ….what caused the part to fail? Because if you don’t find that ….You are doomed for a comeback.

We see it all the time, shops are looking for problems and theydon’t fix the cause ….like Hondas and Honda clutches.

Unfortunately, that is where the story ends in most cases for the torque converter rebuilder. Usually there is no way for torque converter rebuilders to address the CAUSE, only the effect.

Root Cause Analysis

Page 1202: Tech Only 2009 Atra Powertrain Expo

Understanding Scan DataP0171?

Fuel System Lean Bank 1This condition is monitored when the engine is in a closed loop Ambient/Battery

temp sensor is more then 20 degrees and altitude below 8000 ft. Monitored as a two trip fault.

2000 Dodge Durango 5.2L 42/44RECustomer Complaint:

Symptom: Late Shifts, No Power, Sluggish bind up type of feeling when coming to a stop, engine stalls at a stop.

Test Drive: The Vehicle had no second gear! Diagnosis: Yes got the code, but it has nothing to do with the transmission. Cleared

the code and removed the transmission for repair.

Lance Says…

Actually it kind of sounds like it might be a converter problem

Page 1203: Tech Only 2009 Atra Powertrain Expo

It could very well be a failing converter clutch with a metal on metal condition.

Here is when it is the converter….

Page 1204: Tech Only 2009 Atra Powertrain Expo

Proper Diagnostics

What is proper diagnostics?

What you need:Scan ToolMaterialsInternetPatience

-Literature, Computer, Books, etc…

-A Must in today’s business! A Must HAVE!

-Tough! But we have to have it!

-This should say TOOLS

Hey we have that one too !!!www.tcraonline.com

Lance Says…

Page 1205: Tech Only 2009 Atra Powertrain Expo

Response:

On RWD Dodge trucks with the 42-47Re series, sometimes people think an engine dies when coming to a stop due to TCC stuck on, when in fact, it’s due to a weak ENGINE rpm speed sensor. This is because the engine goes into fuel cut mode during slow down to astop and the weak signal makes the PCM think the engine stopped running. Also it does not typically set any codes.

And here is one example ….Right from the TCRA / ATRA Help Mail group…..

QUESTION:

I have a customer that has a drivability complaint with a Dodge pick up truck with the 47Re Trans, it wants to stall the engine when coming to a stop. He thinks it is due to the TCC being stuck on. We opened the converter and everything looks ok. Clutch release clearance is within spec. Any Ideas?

-TCRA Member

-ATRA Member

Page 1206: Tech Only 2009 Atra Powertrain Expo

But what if the clutch But what if the clutch looks like this? looks like this?

Or this ???

Page 1207: Tech Only 2009 Atra Powertrain Expo

RESPONSE:RESPONSE:Also, keep in mind that there are two different OD planet ratiosAlso, keep in mind that there are two different OD planet ratios and shaft lengths.and shaft lengths. If the If the transmission was recently worked on theretransmission was recently worked on there’’s a good chance that the OD planets were s a good chance that the OD planets were changed based on the popularity of failure.changed based on the popularity of failure. To see if the wrong ratio is being used, see if To see if the wrong ratio is being used, see if the code sets with the OD cancelled.the code sets with the OD cancelled. There can also be an issue if a 4 cylinder input There can also be an issue if a 4 cylinder input shaft (part of the OD planet) is used in a Vshaft (part of the OD planet) is used in a V--6.6. ItIt’’s only a fraction of an inch shorter but s only a fraction of an inch shorter but can pull out of the seal in the converter.can pull out of the seal in the converter. See attached for more details on the different See attached for more details on the different parts.parts.

Because Toyota uses two trip logic, set the computer to check moBecause Toyota uses two trip logic, set the computer to check mode with your scanner de with your scanner and the code will set as soon as the problem shows.and the code will set as soon as the problem shows.

-TCRA Member

Here is the next example ….Right from the TCRA / ATRA Help Mail group…..

-ATRA Member

Question:Question:Customer complains vehicle drives and works great, he can feel iCustomer complains vehicle drives and works great, he can feel it go into and out of t go into and out of lockup at 50 mph. However when it is in lockup it set a code P0lockup at 50 mph. However when it is in lockup it set a code P0770 and he can see770 and he can see it it drop 400 RPM and stay there, drop 400 RPM and stay there, and when it comes out he will see a 400 RPM rise. My and when it comes out he will see a 400 RPM rise. My question to you is, howquestion to you is, how can you have a 400 RPM drop and set a code.can you have a 400 RPM drop and set a code. Solenoid has Solenoid has been tested but not replaced.been tested but not replaced.

Page 1208: Tech Only 2009 Atra Powertrain Expo

A 340 Toyota 2001 A 340 Toyota 2001 4Runner 4Runner

8 1/8” Tall 8 5/8” Tall

32 Teeth Sungear 31 Teeth Sungear

Page 1209: Tech Only 2009 Atra Powertrain Expo

Toyota AW 55 Toyota AW 55 04 Vibe04 Vibe

Complaint :

Lock up clutch shudders under extremely light acceleration

Possible causes

•Clutch lining procedure•O-ring•Fluid compatibility

Page 1210: Tech Only 2009 Atra Powertrain Expo

RESPONSE:RESPONSE:Well here are some of the questions you have to askWell here are some of the questions you have to ask……....

1. 1. Why is it also setting a cat performance and (variable cam timinWhy is it also setting a cat performance and (variable cam timing 1259?) g 1259?) causing electrical interference?causing electrical interference?2. When the code 740 sets is it cold or hot, right away or afte2. When the code 740 sets is it cold or hot, right away or after a long drive?r a long drive?3. Can we force TCC to come on independent of the PCM 3. Can we force TCC to come on independent of the PCM ……is problem inside is problem inside or outside trans?or outside trans?4. Will the 740 code set with drive wheels up in air or not4. Will the 740 code set with drive wheels up in air or not…….establish if 740 .establish if 740 code is a calculation error or a true slip code is a calculation error or a true slip

QUESTION:I have a customer that has a Honda Civic EX 1.7. Drive it for a little while and set codes P1259 , P0420 , P740. Has had 2 different converters and has been through trans twice. There were no valves stuck and valve body totally gone through. Any ideas?

-TCRA Member

Here is the next example ….Right from the TCRA / ATRA Help Mail group…..

-ATRA Member

Page 1211: Tech Only 2009 Atra Powertrain Expo

But what if the clutch But what if the clutch looks like this? looks like this?

Or this ???

Page 1212: Tech Only 2009 Atra Powertrain Expo

Honda 740 Code and overheatingHonda 740 Code and overheating

•Complaint:

•Lock up clutch failure•Lock up codes 740•Overheating

Possible Causes:

•Clutch lining procedure•O-ring•Fluid compatibility•Clutch breakage

Page 1213: Tech Only 2009 Atra Powertrain Expo

By now many shops have seen problems with late-model Honda converter clutch failures

You should be using Honda Fluid and the Green O-ring Part # 91302PGK003

This new updated Green O-ring is .110” larger in diameter . The original Black 0-ring is 1.440 and the green o-ring is 1.550. There are several different drive hubs with 36, 38, and 39 teeth. The OD of the hub for these drive hubs range from 1.520 to 1.575. So this part # will actually fit most Hondas and can be used in many applications.

Honda 740 Code and overheatingHonda 740 Code and overheating

Proper repairs

Page 1214: Tech Only 2009 Atra Powertrain Expo

Honda 740 Code and overheatingHonda 740 Code and overheating

Proper repairs

Page 1215: Tech Only 2009 Atra Powertrain Expo

Honda 740 Code and overheatingHonda 740 Code and overheating

Proper repairs

Page 1216: Tech Only 2009 Atra Powertrain Expo

Proper Clutch Bonding ProcedureProper Clutch Bonding Procedure

Proper repairs

Page 1217: Tech Only 2009 Atra Powertrain Expo

Proper repairsProper repairs

Page 1218: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission Operation

Example: Dodge RFE Family

OPERATION: The RFE electrically

• 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. • Electrically altering shift schedules, line pressure, and converter clutch control, these controls reduce heat generation and increase transmission cooling.

Page 1219: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission Operation

OPERATION: The RFE has efficient monitors

• Dual-stage transmission fluid pump with electronic output pressure control.

• Two stage pump-pressure control system monitors input torque and adjusts the pump pressure accordingly; the second stage is bypassed when demand is low.

• The pressure control system monitors input and output speed, if excessive clutch slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure in proportion to demand. (5% duty cycle = solenoid off = max line pressure – 62% duty cycle = solenoid on = min. line pressure). During shifts, pressure is set to 150 to 160 psi

Page 1220: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission Operation

OPERATION: The RFE has efficient monitors

• High-travel torque converter damper assembly with needle-type thrust bearings reduce internal friction.

•One-piece die-cast aluminum case. To reduce NVH, the case has high lateral, vertical and tensional stiffness.

• Dust cover connects the bottom of the bell housing to the engine bedplate, enhancing overall power train stiffness.

• Dual filters protect the pump and other components.

• Independent lubrication and cooler circuits assure ample lube flow for normal transmission operation. Even if the cooler is obstructed or the fluid cannot flow through freely.

Page 1221: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission Operation

OPERATION: The RFE hydraulic control

• Failsafe feature - The hydraulic control system design (without electronic assist) provides the transmission with PARK, REVERSE, NEUTRAL, SECOND, and THIRD (4 and 5 speed units and FOURTH gear 6 speed unit), based solely on driver shift lever selection (ERS features are different). This 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.

• TCM also performs self-diagnostic functions and provides comprehensive information (sensor data, DTC’s, etc.)

Page 1222: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission Operation

DIAGNOSIS AND TESTING AUTOMATIC TRANSMISSIONBefore attempting any repair on a RFE automatic transmission, check for Diagnostic Trouble Codes with the scan tool.

Transmission malfunctions may be caused by these general conditions:

• Poor engine performance• Improper adjustments• Hydraulic malfunctions• Mechanical malfunctions• Electronic malfunctions

Page 1223: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission Operation

DIAGNOSIS AND TESTING AUTOMATIC TRANSMISSION

Diagnosis of problems should always begin by checking the “easily” accessible variables:

• Battery Condition• Fluid level and condition• Gearshift cable adjustment

Then perform a road test to determine if the problem has been corrected or if more diagnosis is necessary. If the problem persists after the preliminary tests and corrections are completed, hydraulic pressure checks should be performed.

Page 1224: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission Operation

KEEP TESTING SIMPLE

• Have Diagnostic Tools/Charts/Diagrams for the Job

• Understand Operations and Systems (previously explained)

• Keep notes of test procedures and results (be specific)

• Separate systems (Power and Grounds – Monitored Signals – Command Signals) remember, the computer system does not have to be complicated!

• Make or purchase tools that make your job easy (for most electrical testing is not fun so try and make your job user friendly)

Page 1225: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission OperationKEEP TESTING SIMPLE – POWER AND GROUND

Page 1226: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission OperationKEEP TESTING SIMPLE – MONITORED INPUT

P21

ND2

ND1

PRN

PN

C1C2C3C4C5

Monitored voltagecomes from the PCM

Switch simply supplies the ground

Page 1227: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission OperationKEEP TESTING SIMPLE – MONITORED INPUT

Sensors generate AC voltage and module is monitoring frequency to determine shaft speeds

Resistance changes with temperature –Temperature is monitored as voltage

Signal varies based on pressure (High pressure, Higher voltage)

Page 1228: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission OperationKEEP TESTING SIMPLE – MONITORED INPUT

Circuit voltage is supplied from the transmission relay. The computer simply monitors for voltage and no voltage depending on the state of the switch. When pressure closes the switch the voltage goes to ground.

Page 1229: Tech Only 2009 Atra Powertrain Expo

Understanding Transmission OperationKEEP TESTING SIMPLE – MONITORED OUTPUT

6 solenoids are used for shift control and one for pressure control. The circuits are continuously monitored for continuity in the circuit and tested to verify an inductive spike which can be sensed by the Transmission Control System. The ground control is a OUTPUT command from the module. The inductive spike monitor is an input to the module for circuit integrity.

When the solenoid is turned off the inductive spike is monitored to check the integrity of the circuit. Over charging and the spike will be to HIGH – Bad wires, loose connections, bad solenoids and the spike will be to low

Page 1230: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIX

There are two forms of repairs:• Band Aid – where there has not been much more than isolating an issue and only fixing that issue (example-replacing a band servo piston or changing a valve body). Typically it will happen again as the deeper issue was not addressed.

Surgery or isolation– where a cause and or condition was found through exploration, entire unit was set to specifications and confirmed to 100% that each component is operating properly. This is through:• Setup of assemblies (including complete disassembly of all components in the transmission – all valves removed etc..)• Air testing on the bench• Pressure testing in the vehicle• Electrical testing confirmed in the vehicle

Page 1231: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIX

Burnt Clutch and or Bands

There are really only 2 “TWO” reasons that a clutch and or band will burn. Even though it sounds simple, there are many variables within the two. These are:

• Not enough pressure to sustain the load – Anything in the containment area. This includes Seal Rings, Piston Seals, Valve Body Leaks, Drum Leaks etc…

• Tie during transitions or cross leaks causing 2 or more elements to be pressurized/on at improper times

Page 1232: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIX

Inspecting OIL pumps on the bench

There are many different methods of testing the oil pump for tolerances. Rotor and Vein design pumps test different than Gear design pumps. Typical use is a straight edge across the pump body surface with gears and/or rotors installed. 0.003” is a typical max clearance for face to gear clearances. Tip and side clearances should not exceed 0.005”. A great alternative for gear style pumps is to use Plastic Gauge (typical for engine rebuilding). This allows a simple test to assure that when bolted together there is not to much clearance.

Page 1233: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIX

Lube FailuresThere are many areas that can cause lube failure. Everything from a faulty design in a part to insufficient lube flow or lose of lube caused by worn or oversize bushing. Areas to pay attention to when observing a lube failure:• Verify Cooler Flow• Oil Pump and or Primary Filter• Bushings for oversize and or wear• Bypass valves for cooler systems• Lockup converter working properly• Ground wires and Battery Ground Cable• Clearances and end plays

Page 1234: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIXClutch Setup and checks

Improper clutch clearance and or the use of different design snap/retaining rings can drastically effect shift qualities. Remember, the same ole thing does not always give you the same ole results. There are many different friction patterns that can also change the shift characteristics. Make sure to measure clutch clearances at the proper locations. Just because the clutch plates turn does not mean that it is in proper setup. Document measurements and friction designs especially when working with a new unit for future references.

Page 1235: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIX

Valve BodyToday's valve bodies have numerous issues from valve bore wear to valve wear that cause many different shift complaints. Because of this excessive wear that we did not have to deal with many years ago, time does need to be taken with each unit. If the valve body is not completely disassembled there is no way to properly check for wear issues in the valve body. If any aluminum valve shows signs of scoring or scratches, typically that valve is no longer good.

Page 1236: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIX

Valve BodyUse tools to help set up valve bodies when needed. More times than not, when the valve body is set up to factory specifications, shift complaints vanish!

Page 1237: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIX

Valve BodyDepending on the shifting complaint, often we hear of Valve Body’s that have worn out valves. Today we have many stock size replacement valves. As time goes on with a bad valve, the bore will have to be reamed to install a replacement oversized valve if available. Depending on the shift concern, if suspect, it is a good idea to take a bore scope and inspect the valve body for excessive inside bore wear.

Page 1238: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIX

Valve BodyWhen changing parts, especially valve bodies for testing and or fix’s, make sure that the obvious differences are looked at for interchangeability. If ever changing a part, make sure it does match the original part design!

Page 1239: Tech Only 2009 Atra Powertrain Expo

Proper RepairsThe ART of the FIX

Specification SheetsAlways refer to torque and clearance specifications when building. Again, remember that not all transmissions build the same way (even in the same family of transmission!)


Recommended