Automatic Transmission - 4R100: Other Ford Econoline E150

RANGE SELECTION

The transmission has six range positions: P, R, N, (D), 2 and 1.

Scheme 305

Park

In the PARK position

1. There is no powerflow through the transmission.
2. The parking pawl locks the output shaft to the case.
3. The engine may be started.
4. The ignition key may be removed.

Reverse

In the REVERSE position

1. The vehicle may be operated in a rearward direction, at a reduced gear ratio.

Neutral

In the NEUTRAL position

1. There is no powerflow through the transmission.
2. The output shaft is not held and is free to turn.
3. The engine may be started.

Overdrive

Overdrive is the normal position for most forward driving.

The OVERDRIVE position provides

1. Automatic shifts.
2. Apply and release of the torque converter clutch.
3. Maximum fuel economy during normal operation.

Second Position - 2nd Gear

This position provides

1. Second gear start and hold.
2. The torque converter clutch to apply and release.
3. Improved traction and engine braking on slippery roads.

First Position

If this position is selected at normal road speeds, the transmission will shift into second gear, then into first when the vehicle reaches a speed within 1st gear range.

This position provides

1. First gear operation only.
2. Engine braking for descending steep grades.

Upshifts

Note. This vehicle has adaptive shift strategies. Whenever the battery has been disconnected and reconnected, some abnormal drive symptoms will occur while the vehicle relearns its adaptive strategy. The customer needs to be notified that they may experience slightly different upshifts (either soft or firm) and that this is a temporary condition that will eventually return to normal operating condition.

Transmission upshifting is controlled by the PCM. The PCM receives inputs from various engine or vehicle sensors and driver demands to control shift scheduling, shift feel and torque converter clutch (TCC) operation.

Downshifts

Under certain conditions the transmission will downshift automatically to a lower gear range (without moving the transmission range selector lever). There are three categories of automatic downshifts; Coastdown, Torque Demand and Forced or Kickdown shifts.

Coastdown

The coastdown downshift occurs when the vehicle is coasting down to a stop.

Kickdown

For maximum acceleration, the driver can force a downshift by pressing the accelerator pedal to the floor. A forced downshift into a lower gear is possible below calibrated speeds. Specifications for downshift speeds are subject to variations due to tire size, engine, axle ratio and transmission calibration requirements.

Scheme 306

Scheme 307

Scheme 308

Scheme 309

Scheme 310

Scheme 311

Scheme 312

Scheme 313

Scheme 314

Scheme 315

Scheme 316

Scheme 317

Scheme 318

Scheme 319

Geartrain

Power is transmitted from the torque converter to the geartrain components through the input shaft and forward clutch cylinder.

1. By holding or driving certain members of the gearset, four forward ratios and one reverse ratio are obtained and transmitted to the output shaft. The ratios are as follows: GEAR RATIO GEAR RATIO Gear Ratio 1ST 2.71 to 1 2ND 1.54 to 1 3RD 1.00 to 1 4TH 0.71 to 1 REVERSE 2.18 to 1

Input Shaft

The input shaft is supported by two bushings in the stator support. End positioning of the input shaft is controlled by the splines in the converter turbine and the overdrive planet assembly.

Output Shaft

The output shaft is supported by two bushings in the case and by the slip-yoke and bushing in the extension housing. End positioning is controlled by the parking pawl gear and snap ring or shoulder and by the reverse ring gear hub and snap ring.

Overdrive System

The overdrive planetary system consists of the overdrive planet assembly, overdrive sun gear, overdrive ring gear, coast clutch cylinder, overdrive one-way clutch assembly and the center shaft, as shown in the following illustration. The overdrive planet assembly is splined to the input shaft. The overdrive sun gear is centered by a bushing on the input shaft and held in place laterally by needle bearings on the reactor support and the overdrive planet assembly. The overdrive sun gear is splined to the coast clutch cylinder, which in turn is splined to the overdrive one-way clutch inner race.

The outer race of the one-way clutch is splined to the overdrive ring gear, which is splined to the center shaft. The center shaft is centered by the forward planetary assembly and is laterally held by needle bearings on the center support and the overdrive planet assembly. The center shaft is splined into the forward clutch cylinder.

The coast clutch is splined between the coast clutch cylinder and the overdrive ring gear. The coast clutch is activated to carry out engine braking in MANUAL 1, MANUAL 2 and third gear with the transmission control switch engaged.

The overdrive clutch steel plates are splined to the case, the friction plates are splined to the coast clutch cylinder. The overdrive clutch holds the coast clutch cylinder and, in turn, the overdrive sun gear, to permit the planet assembly to overdrive the ring gear.

Scheme 320

Center Support and Intermediate/Overdrive Clutch Cylinder

The center support provides a pilot for the forward clutch and direct clutch cylinders. It also provides fluid for clutch application and lube flow. The center support is held radially and laterally by the case. Fluid supply enters through feed bolts into the center support and supplies the forward clutch and the intermediate lube circuits. The direct clutch is fed by the center support.

The intermediate/overdrive clutch cylinder is radially supported by the case. Laterally, the cylinder is held in the case by a snap ring. The overdrive circuit is fed through a feed bolt into the cylinder. The intermediate clutch circuit is fed through nearby orifices.

Scheme 321

Forward Drive System

The forward drive system consists of the forward clutch cylinder, intermediate brake drum, intermediate one-way clutch, input shell, forward ring gear, forward ring gear hub, forward/reverse sun gear and the forward planetary carrier and forward planetary gears.

The forward clutch cylinder is splined on the center shaft. The forward ring gear is piloted on the forward ring gear hub. Thrust bearings on the forward planet assembly and forward clutch cylinder hold the forward ring gear hub in place.

The intermediate brake drum is radially supported by bushings on the center support and is laterally controlled by a thrust washer on the forward clutch cylinder and center support. The intermediate brake drum has the inner race of the intermediate one-way clutch press-fitted on it's pilot. The intermediate one-way clutch's outer race is splined to the intermediate friction clutch, which is splined to the case. The intermediate brake drum has lugs that are slotted into the input shell to form a mechanical connection. The input shell is splined into the forward/reverse sun gear. The forward/reverse sun gear is common to two planetary gearsets. The forward planet is splined to the output shaft and is laterally positioned by needle bearings on the sun gear and on the forward clutch cylinder, as shown in the following illustration.

Two friction clutch assemblies, the direct clutch and the forward clutch, are shown with the forward planetary assembly. The direct clutch assembly splines the forward clutch cylinder to the intermediate brake drum. The forward clutch assembly splines the forward clutch cylinder to the forward ring gear. The forward clutch is activated during all forward gears. While in third or fourth gear, both the direct and forward clutches are applied to hold the forward planetary assembly and enable it to act as a solid shaft.

In second gear, the intermediate clutch assembly holds the forward/reverse sun gears. It is applied, along with the intermediate one-way clutch, to hold the intermediate brake drum, input shell and forward/reverse sun gear. In higher gears, the one-way clutch overruns.

Scheme 322

Scheme 323

Low and Reverse Drive System

The reverse planetary assembly consists of the reverse planetary carrier, reverse planet gears, the reverse ring gear, the reverse ring gear hub, the reverse clutch hub and the low-reverse one-way clutch assembly.

The reverse ring gear hub is splined to the output shaft and to the reverse ring gear. The reverse ring gear hub is laterally held by a needle bearing on the inner race of the low-reverse one-way clutch and a snap ring on the output shaft. The reverse planet assembly is splined to the low-reverse clutch hub. The low-reverse clutch hub is connected by the reverse clutch to the case. The inner race of the one-way clutch is bolted to the case.

The reverse clutch assembly is activated in REVERSE gear and in MANUAL 1. The reverse clutch bypasses the reverse one-way clutch during coast and MANUAL 1. The reverse clutch holds the reverse planet assembly in REVERSE gear to enable the sun gear to drive the reverse ring gear in the opposite direction.

Scheme 324

Apply Components

The following information describes the operation of the three one-way clutches.

One-Way Clutch-Overdrive

The overdrive one-way clutch, shown in the following illustration, transmits engine torque from the overdrive sun gear to the overdrive ring gear in first, second and third gear range. The overdrive one-way clutch transmits power when the sprags are engaged between the inner and outer races. The inner race is splined to the coast clutch cylinder, which in turn is splined to the overdrive sun gear. The outer race is splined to the overdrive ring gear.

The overdrive one-way clutch engages whenever the overdrive planetary system attempts to drive the overdrive sun gear clockwise when the overdrive ring gear has a counterclockwise torque from the vehicle. When tightened counterclockwise, the overdrive one-way clutch engages and acts as a wedge to lock the sun gear and the ring gear together. During coast, the overdrive one-way clutch enables the ring gear to overrun or spin at a faster rate than the sun gear.

The overdrive one-way clutch overruns when in overdrive (fourth gear). In overdrive, the coast clutch cylinder is held by the overdrive one-way clutch, which in turn holds the overdrive sun gear. This causes the overdrive planet assembly to walk around the sun gear and overdrive the overdrive ring gear. The inner race of the overdrive one-way clutch is thus held stationary while the outer race is allowed to overrun clockwise.

ONE-WAY CLUTCH-OVERDRIVE (ROLLER DESIGN)

Scheme 325

One-Way Clutch Intermediate

The intermediate one-way clutch, shown in the following illustration, holds the forward/reverse sun gear stationary relative to the case in second gear. The outer race of the intermediate one-way clutch is splined to the intermediate clutch, which in turn is splined to the case. The inner race is part of the intermediate brake drum, which is connected to the sun shell. The sun shell is splined to the forward/reverse sun gear.

In second gear, the intermediate clutch holds the outer race of the intermediate one-way clutch. Torque from the vehicle acts counterclockwise on the output shaft, and in turn on the forward planetary carrier and the reverse ring gear. Torque from the center shaft is counterclockwise.

This combination applies a counterclockwise torque on the sun gear and likewise the intermediate one-way clutch. The intermediate one-way clutch engages, causing the forward ring gear to turn the forward planetary carrier clockwise at reduced speed. During coast, the intermediate one-way clutch allows the sun gear to spin clockwise as the engine rpm coasts down.

The intermediate one-way clutch overruns in third, fourth and REVERSE gears. The direct clutch is engaged, causing the intermediate brake drum to rotate clockwise with the center shaft. With the intermediate drum rotating clockwise, the inner race also rotates clockwise, causing the intermediate one-way clutch to overrun.

In first gear, the outer race of the intermediate one-way clutch is not held, and the intermediate one-way clutch is overrunning.

ONE-WAY CLUTCH, INTERMEDIATE (SPRAG DESIGN)

Scheme 326

One-Way Clutch Low-Reverse

The low-reverse one-way clutch, shown in the following illustration, holds the reverse planetary carrier stationary to the case in first gear. The inner race of the low-reverse one-way clutch is bolted directly to the case. The outer race is splined to the reverse clutch hub, which is splined to the reverse planetary carrier.

In first gear, the center shaft drives the forward ring gear clockwise by way of the forward clutch. With the forward planetary carrier providing a counterclockwise resisting torque, the forward/reverse sun gear is driven counterclockwise.

As the sun gear is turned counterclockwise and the reverse ring gear is turned counterclockwise by the resistance of the vehicle, the reverse planetary carrier is also turned counterclockwise. Because the reverse planetary carrier is prevented from turning counterclockwise by the low-reverse one-way clutch, the torque is transferred from the sun gear to the reverse ring gear and the output shaft. During coast, the planetary carrier is allowed to overrun and spin clockwise.

The low-reverse one-way clutch overruns in second, third and fourth gears. In these cases the forward/reverse sun gear is stationary while the reverse ring gear turns clockwise with the output shaft. This turns the reverse planetary carrier clockwise, causing the low-reverse one-way clutch to run clockwise and overrun.

ONE-WAY CLUTCH LOW-REVERSE

Scheme 327

Mass Air Flow (MAF) Sensor

The mass air flow sensor (MAF) measures the mass of air flowing into the engine. The MAF sensor output signal is used by the powertrain control module (PCM) to calculate injector pulse width. For transmission strategies the MAF sensor is used to regulate electronic pressure control (EPC), shift and torque converter clutch scheduling.

Throttle Position (TP) Sensor

The throttle position (TP) sensor is a potentiometer mounted on the throttle body. The TP sensor detects the position of the throttle plate and sends this information to the powertrain control module. The TP sensor is used for shift scheduling, electronic pressure control and torque converter clutch (TCC) control.

Intake Air Temperature (IAT) Sensor

The IAT sensor is installed in the air cleaner outlet tube. The IAT sensor is used in determining electronic pressure control (EPC) pressures.

Powertrain Control Module (PCM)

The operation of the transmission is controlled by the powertrain control module (PCM). Many input sensors provide information to the PCM. The PCM then controls actuators which determine transmission operation.

Transmission Control Switch (TCS), Transmission Control Indicator Lamp (TCIL)

The transmission control switch (TCS) is a momentary control switch. When the switch is pressed, a signal is sent to the powertrain control module to allow automatic shifts from first through fourth gears or first through third gears only. The powertrain control module (PCM) energizes the transmission control indicator lamp (TCIL) when the switch is off. The TCIL indicates overdrive cancel mode activated (lamp on) and electronic pressure control (EPC) circuit shorted (lamp flashing) or monitored sensor failure.

Turbine Shaft Speed (TSS) Sensor

The turbine shaft speed (TSS) sensor is a magnetic pickup that sends the powertrain control module (PCM) information on the rotation speed of the coast clutch cylinder assembly. The turbine shaft speed (TSS) sensor is mounted externally on the top of the transmission case. The PCM uses turbine shaft speed TSS sensor signals to help determine electronic pressure control (EPC) pressure, shift scheduling the torque converter clutch (TCC) operation.

For diesel applications the PCM sends the TCC solenoid pulse-width modulated signals to smoothly engage the torque converter clutch.

Output Shaft Speed (OSS) Sensor - Gasoline Engines

The output shaft speed (OSS) sensor is a magnetic pickup that provides transmission output shaft rotation speed information to the powertrain control module.

The OSS sensor is mounted externally on the top of the transmission extension housing. The powertrain control module (PCM) uses the OSS sensor signal to help determine electronic pressure control (EPC) pressure, shift scheduling and torque converter clutch (TCC) operation.

Coast Clutch Solenoid (CCS)

The coast clutch solenoid (CCS) provides coast clutch control by shifting the coast clutch shift valve. The solenoid is activated by pressing the transmission control switch. Some applications have the CCS commanded ON in OVERDRIVE, first, second and third ranges. In MANUAL first and second, the coast clutch is controlled by the solenoid and also hydraulically as a fail-safe to ensure engine braking. In REVERSE, the coast clutch is controlled hydraulically and the solenoid is not on.

Electronic Pressure Control (EPC) Solenoid

The EPC solenoid is a variable force solenoid. The variable-force type solenoid is an electrohydraulic actuator combining a solenoid and a regulating valve. It supplies electronic pressure control that regulates transmission line pressure and line modulator pressure. This is done by producing resisting forces to the main regulator and the line modulator circuits. These two pressures control clutch application pressures.

Shift Solenoids SSA and SSB

Shift solenoids SSA and SSB provide gear selection of first through fourth gears by controlling the pressure to the three shift valves.

Digital Transmission Range (TR) Sensor

The digital transmission range (TR) sensor is located on the outside of the transmission at the manual lever. The sensor completes the start circuit in PARK and NEUTRAL and the back-up lamp circuit in REVERSE. The sensor also opens/closes a set of four switches that are monitored by the powertrain control module to determine the position of the manual lever (P, R, N, (D), 2, 1).

Brake Pedal Position (BPP) Switch

The brake pedal position (BPP) switch tells the powertrain control module when the brakes are applied. The torque converter clutch disengages when the brakes are applied. The BPP switch closes when the brakes are applied and opens when they are released.

Electronic Ignition (EI) System

The electronic ignition (EI) consists of a crankshaft position sensor, two four tower ignition coils and the powertrain control module (PCM). The ignition control module operates by sending crankshaft position information from the crankshaft position sensor to the ignition control module. The ignition control module generates a profile ignition pickup (PIP) signal (engine rpm) and sends it to the PCM. The PIP signal is one of the inputs that the PCM uses to determine transmission strategy, wide-open throttle (WOT) shift control, torque converter clutch control and EPC pressure.

Distributor Ignition (DI) System

The profile ignition pickup sensor sends a signal to the powertrain control module indicating the engine rpm and the crankshaft position.

Air Conditioning (A/C) Clutch

An electromagnetic clutch is energized when the clutch cycling pressure switch closes. The switch is located on the suction accumulator/drier. The closing of the switch completes the circuit to the clutch and draws it into engagement with the compressor driveshaft. When the A/C clutch is engaged, electronic pressure control (EPC) pressure is adjusted by the powertrain control module (PCM) to compensate for additional load on the engine.

Manifold Absolute Pressure (MAP) Sensor

On gasoline engines, the manifold absolute pressure sensor senses atmospheric pressure to produce an electrical signal. The frequency of this signal varies with intake manifold pressure. The powertrain control module (PCM) monitors this signal to determine altitude. The PCM then adjusts the transmission shift schedule and EPC pressure for altitude. On diesel engines, the manifold absolute pressure (MAP) sensor measures boost pressure. The PCM monitors this signal and adjusts EPC pressure.

Know/Understand the Concern

In order to diagnose a concern correctly, the customer complaint or condition must first be understood. Customer contact may be required in order for the technician to begin to verify the concern. It is also necessary to understand the conditions in which the concern occurs, such as the following

1. Hot or cold vehicle temperature.
2. Hot or cold ambient temperature.
3. Vehicle driving conditions.

After understanding when and how the concern occurs, proceed to verify the condition.

Verification of Condition

This section provides information that must be used in both determining the actual cause of customer concerns and carrying out the appropriate procedures.

The following procedures must be used when verifying customer concerns for the transmission

Determine Customer Concern

Note. Some transmission conditions can cause engine concerns. An electronic pressure control short circuit can cause engine misfiring. The torque converter clutch not disengaging will stall the engine.

Determine customer concerns relative to vehicle use and dependent driving conditions, paying attention to the following items

1. Hot or cold vehicle operating temperature.
2. Hot or cold ambient temperatures.
3. Type of terrain.
4. Vehicle loaded/unloaded.
5. City/highway driving.
6. Upshift.
7. Downshift.
8. Coasting.
9. Engagement.
10. Noise/vibration - check for dependencies, either rpm dependent, vehicle speed dependent, shift dependent, gear dependent, range dependent, or temperature dependent.

Shift Linkage Check

Check for a misadjustment in shift linkage by matching the detents in the transmission range selector lever with those in the transmission. If they match, the misadjustment is in the indicator. Do not adjust the shift linkage.

Hydraulic leakage at the manual control valve can cause delay in engagements and or slipping while operating if the linkage is not correctly adjusted, refer to TRANSAXLE/TRANSMISSION COOLING EXTERNAL CONTROLS for shift linkage adjustment.

Check TSBs

Refer to all Technical Service Bulletins messages that pertain to the transmission concerns, and follow the procedure outlined.

Before Pinpoint Tests

Note. Prior to entering pinpoint tests, check the powertrain control module (PCM) wiring harness for correct connections, bent or broken pins, corrosion, loose wires, correct routing, correct seals and their condition. Check the PCM, sensors and actuators for damage. Refer to INTRODUCTION article in ENGINE PERFORMANCE.

Note. If a concern still exists after electrical diagnosis has been carried out, refer to DIAGNOSIS BY SYMPTOM .

If DTCs appear while carrying out the on-board diagnostics, refer to the Diagnostic Trouble Code Chart for the appropriate procedure. Prior to entering pinpoint tests, refer to any TSBs messages for transmission concerns.

Rotunda Transmission Tester

The Transmission Tester is used to diagnose the electronically controlled transmission and is used in conjunction with the pinpoint tests. The tests should be carried out in order. Installing the Transmission Tester allows separation of the vehicle electronics from transmission electronics.

1. Bench Testing-Engine Off
2. Resistance/Continuity Test
3. Solenoid Voltage Test
4. Dynamic Testing-Engine On
5. EPC Solenoid
6. Transmission Engagements
7. Upshifts/Downshifts
8. Torque Converter Clutch (TCC) Engagement
9. Coast Clutch
10. Digital Transmission Range (TR) Sensor Testing
11. Resistance/Continuity Test
12. Sensor Tests
13. Switch Test-PARK/NEUTRAL, Backup Lamp and Optional Circuits

Transmission Connector Layouts

For connector number and pin location, refer to the appropriate SYSTEM WIRING DIAGRAMS article.

Scheme 328

Scheme 329

Scheme 330

Scheme 331

Scheme 332

DIGITAL TRANSMISSION RANGE (TR) SENSOR DIAGNOSIS CHART

Scheme 333

1. TR_V is the voltage at the PCM pin 64 (TR3A Circuit) to signal return.
2. "In Between" reading could be caused by a shift cable or digital TR sensor misaligned or a digital TR sensor circuit failure of TR1, TR2, TR3A, or TR4.
3. TR_D: 1 = Open digital TR switch, 0= Closed digital TR switch.
4. EEC-V Control System Breakout Box Readings: Taken from PCM signal pins for TR1, TR2, TR3A, TR4to signal return. Voltages for TR1, TR2, TR4: 0 = 0.0 volts. 1 =9.0-14.0 volts. Voltage for TR3A: 0 = 0.0 volts. 1 =1.3-1.8 volts. 1.8 - 5.0 volts = Invalid Reading (open in wires or bad resistor in digital TR sensor).

WIGGLE TEST INFORMATION FOR OPEN/SHORTS

1. TR4, TR3A, TR2, and TR1 are all closed in PARK. PARK is a good position to check for intermittent open circuits (with scan tool monitoring TR_D).
2. TR4, TR3A, TR2, and TR1 are all open in OVERDRIVE, so OVERDRIVE is a good position to check for shorts to ground. To determine the shorted components while observing TR_D, unplug the TR and see if the short goes away. If the short is still present unplug the transaxle harness and see if the short goes away. If the short is still present, then the short is in the PCM or vehicle harness. Remove the suspect circuit(s) wire terminal from the PCM connector. If the short is still present, then the PCM has an internal failure, otherwise the failure is in the vehicle harness.

Pinpoint Tests

Any time an electrical connector or solenoid body is disconnected, inspect the connector for terminal condition, corrosion and contamination. Also inspect the connector seal for damage. Clean, repair or replace as required.

Shift Solenoid Failure Mode Chart "Always Off"

Failed off due to PCM or vehicle wiring concerns, electrically or hydraulically stuck off.

Scheme 334

Scheme 335

Shift Solenoid Failure Mode Chart "Always On"

Failed on due to PCM or vehicle wiring concerns, electrically or hydraulically stuck off.

Scheme 336

Scheme 337

Engine Idle Speed Check

Refer to the Refer to INTRODUCTION article in ENGINE PERFORMANCE for diagnosis and testing of the engine idle speed.

Scheme 338

Note. Carry out shift linkage check prior to carrying out this test; refer to TRANSAXLE/TRANSMISSION COOLING EXTERNAL CONTROLS .

This test verifies the line pressure is within specifications.

Air Pressure Tests

AIR PRESSURE TEST PORT LOCATIONS

Scheme 339

A no-drive condition can exist, even with correct transmission fluid pressure, because of inoperative clutches or bands. Refer to the Band and Clutch Application Chart locate in GENERAL SPECIFICATIONS to determine the appropriate elements. A clutch concern can be located through a series of checks by substituting air pressure for fluid pressure to determine the location of the concern.

Example: When the transmission range selector lever is in a forward gear range ((D), 2, 1), a no-drive condition may be caused by an inoperative forward clutch.

1. Drain the transmission fluid. Remove the transmission fluid pan.
2. Remove the filter and seal assembly, the solenoid body, the control assemblies and separator plate, upper/lower gaskets.
3. The inoperative clutches can be located by applying air pressure into the appropriate clutch port. See the Air Pressure Test Port Locations illustration for clutch port locations.
4. Apply air pressure to the appropriate clutch port (see the «AIR PRESSURE TESTS»(ref-210155-S07409132052005121300000) for Port Locations). A dull thud may be heard or movement felt when a clutch piston is applied. If the clutch seals or check ball are leaking, a hissing may be heard.
5. If the clutches fail to operate during the air check: Inspect the fluid passages in the case. The piston seals are not seated, damaged, not installed. Plugged feed holes for clutch apply in the case and/or clutch cylinder. Damaged piston and/or clutch cylinder.
6. Repair as required and re-check.

Scheme 340

1. Drive the vehicle for 30-60 minutes to attain normal operating temperature.
2. Check the transmission fluid level. Add fluid only if required.
3. Drive the vehicle through 8 to 10 cycles of 1/2 throttle, 1 -2 upshifts to elevate the transmission temperature. Then proceed as follows: Park the vehicle on level ground. Allow the vehicle to sit for 30-60 minutes. Check and note the fluid level on the fluid level indicator with the engine off, in PARK. The following example shows the fluid level after 45 minutes.
4. Allow the vehicle to sit for a minimum of 24 hours. Check and note the fluid level.
5. If the fluid has risen 25.4 mm (1 in) or more above the level in the first check, excessive converter drainback has occurred.
6. If excessive drainback has occurred: Stuck open check ball in rear cooler line case fitting. No check ball in rear cooler line case fitting. Incorrect case cooler line case fitting (without check ball) installed.
7. Repair as required and recheck.

TRANSMISSION FILLER TUBE

MATERIAL

MATERIAL SPECIFICATION

Scheme 341

Scheme 342

Scheme 343

1. Remove the fluid level indicator.
2. With the vehicle in NEUTRAL position it on a hoist. For additional information, refer to «JACKING & LIFTING»(ref-210109) .
3. Remove the RH front wheel.
4. Remove the inner wheel liner.
5. Remove the bolt.
6. Remove the transmission fluid filler tube.

Scheme 344

Scheme 345

Scheme 346

1. Install the transmission fluid filler tube.
2. Install the transmission fluid filler tube bolt.
3. Install the inner wheel liner.
4. Install the RH front wheel.
5. Lower the vehicle.
6. Install the fluid level indicator.

MAIN CONTROL VALVE BODY - ACCUMULATOR BODY, SOLENOID BODY

MATERIAL

MATERIAL SPECIFICATION

EXTENSION HOUSING SEAL AND BUSHING

SPECIAL TOOL(S)

Scheme 347

MATERIAL

MATERIAL SPECIFICATION

Scheme 348

1. Raise and support the vehicle. For additional information, refer to «JACKING & LIFTING»(ref-210109) .
2. Remove the driveshaft. For additional information, refer to the «DRIVESHAFT»(ref-210112) .
3. Using the special tools, remove the extension housing seal.
4. Using the special tool, remove the extension housing bushing.

Scheme 349

Scheme 350

1. Align the extension housing bushing in the extension housing so that the slots are in the 2 o'clock and 7 o'clock positions.
2. Using the special tool, install the extension housing bushing.
3. Align the extension housing seal in the extension housing, with the drain hole positioned downward.
4. Using the special tool, install the extension housing seal.
5. Install the driveshaft.
6. Remove the supports and lower the vehicle.
7. Fill the transmission to the specified level with clean automatic transmission fluid. For additional information, refer to the Fluid Capacity chart in the «General Specifications»(ref-210155-S16414117612005121300000) portion of this article.

EXTENSION HOUSING GASKET

SPECIAL TOOL(S)

Scheme 351

MATERIAL

MATERIAL SPECIFICATION

Scheme 352

Scheme 353

1. With the vehicle in NEUTRAL position it on a hoist. For additional information, refer to the «JACKING & LIFTING»(ref-210109) .
2. Remove the driveshaft. For additional information, refer to «DRIVESHAFT»(ref-210112) .
3. Remove the transmission insulator and retainer-to-crossmember retaining nuts.
4. Install the high lift transmission jack with the special tool to the transmission.
5. Remove the rear transmission mount. Raise the transmission up off the rear crossmember support. Remove the bolts. Remove the rear transmission mount.
6. Remove the extension housing. Remove the eight bolts. Remove the stud. Remove the extension housing.
7. Remove and discard the extension housing gasket.

Scheme 354

Scheme 355

Scheme 356

Scheme 357

1. Install the new extension housing gasket. Verify that the extension has a shoulder cast in it. Install the new extension housing gasket.
2. Install the extension housing. Install the extension housing. Install the eight bolts. Install the stud.
3. Install the transmission insulator and retainer and the bolts.
4. Lower the transmission on to the rear crossmember support.
5. Install the transmission insulator and retainer-to-crossmember retaining nuts.
6. Remove the high lift transmission jack with the special tool from the transmission.
7. Install the transmission fluid pan-to-case retaining bolts.
8. If equipped, install the transmission-mounted parking brake assembly.
9. Install the driveshaft.
10. Lower the vehicle.
11. Fill the transmission to the specified level with clean automatic transmission fluid. For additional information, refer to the Fluid Capacity chart in the «General Specifications»(ref-210155-S16414117612005121300000) portion of this article.

MANUAL CONTROL LEVER SHAFT AND SEAL

SPECIAL TOOL(S)

Scheme 358

COOLER BYPASS VALVE

MATERIAL

MATERIAL SPECIFICATION

Scheme 359

1. With the vehicle in NEUTRAL position it on a hoist. For additional information, refer to «JACKING & LIFTING»(ref-210109) .
2. Remove the fluid cooler tubes from the cooler bypass valve (CBV) fitting.
3. Remove the cooler bypass valve (CBV) from the transmission case.
4. Disassemble and clean the CBV. For additional information, refer to «COOLER BYPASS VALVE ASSEMBLY»(ref-210155-S24552602942005121300000) .

Scheme 360

1. Install new rubber-coated sealing washers and new cooler line case fittings. Install one rubber-coated sealing washer on each cooler line case fitting. Install both cooler line case fitting into their respective ends of the CBV assembly. Install one rubber-coated sealing washer on each cooler line case fitting.
2. Install the CBV onto the transmission case.
3. Install the transmission fluid cooler tube nuts.
4. Fill the transmission to the specified level with clean automatic transmission fluid. For additional information, refer to the Fluid Capacity chart in the «GENERAL SPECIFICATIONS»(ref-210155-S16414117612005121300000) portion of this article.

SPECIAL TOOL(S)

Scheme 361

Scheme 362

Scheme 363

Scheme 364

1. With the vehicle in NEUTRAL position it on a hoist. For additional information, refer to «JACKING & LIFTING»(ref-210109) .
2. Disconnect the digital transmission range (TR) sensor connector.
3. Disconnect the shift cable at the manual control lever.
4. Remove the digital TR sensor. Remove the bolts. Remove the sensor.

Scheme 365

Scheme 366

Scheme 367

Scheme 368

1. Install the digital TR sensor. Install the sensor. Loosely install the bolts.
2. Using the special tool, align the digital TR sensor. The tool is designed to fit snug.
3. Tighten the bolts.
4. Reconnect the shift cable at the manual control lever.
5. Reconnect the connector.
6. Lower the vehicle.

INTERMEDIATE SERVO

MATERIAL

MATERIAL SPECIFICATION

TRANSMISSION INSULATOR AND RETAINER

SPECIAL TOOL(S)

Scheme 369

Scheme 370

Scheme 371

1. Raise and support the vehicle. For additional information, refer to «JACKING & LIFTING»(ref-210109) .
2. Remove the nuts.
3. Install the high-lift transmission jack with the special tool to the transmission.
4. Remove the rear transmission mount. Raise the transmission up off the rear crossmember support. Remove the bolts. Remove the rear transmission mount.

Scheme 372

Scheme 373

Scheme 374

Scheme 375

Scheme 376

1. Install the insulator and retainer.
2. Lower the transmission on to the rear crossmember support.
3. Install the nuts.
4. Remove the high-lift transmission jack with the special tool from the transmission.
5. Install the transmission fluid pan-to-case retaining bolts.
6. Remove the supports and lower the vehicle.

SPECIAL TOOL(S)

Scheme 377

FRONT CASE BUSHINGS

SPECIAL TOOL(S)

Scheme 378

Scheme 379

1. Using the special tools, remove the front case bushing.

Scheme 380

Scheme 381

1. Install the front case bushing onto the special tool.
2. Place the special tool with the front case bushing through the case and into the rear case bushing.
3. Install the special tool then, install the washer and the nut hand-tight.
4. Hold the special tool while turning the nut until the front case bushing is fully seated. Remove the tools.

REAR CASE BUSHINGS

SPECIAL TOOL(S)

Scheme 382

SPECIAL TOOL(S)

Scheme 383

Scheme 384

1. Inspect the output shaft for wear. Make sure the cup plug orifice and lube passages through output shaft are clean and free of debris. Install new as required.
2. Inspect the bearing surfaces of the output shaft for wear or scores. If excessive wear or scores are found, install a new output shaft and inspect mating components.
3. Check the splines on the output shaft for wear. Install a new output shaft if the splines are excessively worn. Inspect all the bushings for wear. Install new if worn or damaged.
4. Inspect the output shaft for damage. If damage is found, refer to the next two steps. Inspect the output shaft. Inspect the edges and the top of the output shaft drive sprocket speed sensor wheel. Inspect the park gear.
5. Using an arbor press remove the park gear.
6. If required, use an arbor press and the special tool to remove the park gear. Remove the park gear.

Scheme 385

1. If removed, use the arbor press and the special tool to install the park gear, press the park gear onto the output shaft until it stops at the shoulder on the output shaft.
2. If removed, install the output shaft drive sprocket speed sensor wheel using the special tool.