Automatic Transmission (Af 40-6): Other Saab 9-4X I

Shifting

The TCM can determine whether to leave a gear engaged or to change up or down. What it does is determined mainly by the gear that is currently engaged, the speed of the output shaft and the position of the accelerator pedal. The TCM changes gear by applying or releasing a friction element in the transmission. The application is regulated with PWM from the respective solenoid.

The gear can also be changed manually with the selector lever in D position if using the Tap Up/Tap Down switch. The switch is hardwired to the BCM which converts the information into a HSCAN message that is used by the TCM.

The maximum shift speed is at 7000 RPM.

Lock Up

The torque converter clutch is activated at a steady speed when there is no need of torque amplification. If the brakes are applied or acceleration increases, the function will be deactivated.

Safety Features

To protect the transmission there are temperature programs to prevent overheating. The TCM can choose to raise the shift points and activate lock-up more often if the oil temperature is too high.

The reverse gear will not be activated if the car is travelling faster than 7 km/h (4 mph). If the power supply to the solenoids fails, it is still possible to drive the car. The gear position D/M gives 2nd gear and P-R-N will work as usual. In case of a major fault in the transmission, mechanical or electrical, the TCM will cut the supply to the solenoids in a controlled manner (limp home).

In case the TCM detects a failure it will go into emergency mode.

Special Gear Change Program

If an uphill gradient is detected, the gears will change at higher engine speeds and each gear will remain engaged for longer periods.

The Sport Mode can be engaged by a switch. Upon detecting the sport mode request TCM adapts the shift lines in order to enable a more progressive driving.

Mechanical Components

1. Torque converter with lock-up clutch
2. 2 planetary gear units, of which the rear is double.
3. 3 disc clutches
4. 1 band type brake
5. 1 multi-disc brake
6. 1 free wheel
7. Final drive with differential

Scheme 99

1. Torque converter housing
2. Torque converter clutch
3. Turbine
4. Impeller
5. Stator
6. Free-wheel
7. Input shaft

Scheme 100

1. Torque converter
2. Valve housing (2a) Solenoid, solenoid valve (2b) Linear solenoid (2c) Control valve
3. Clutch, brake
4. Oil cooler
5. Oil pump
6. Planetary gear
7. Oil pressure
8. Gearbox oil, inlet
9. Gearbox oil, return
10. Operating pressure
11. Lubrication
12. Oil flow to pump

Control System

1. Linear solenoids
2. PWM solenoids
3. Speed sensors
4. Temperature sensor
5. Transmission Control Module including gear position sensor
6. Gear shift lever
7. Sport Mode Switch

General

If the automatic transmission or Transmission Control Module (TCM) is replaced, the Transmission Control Module (TCM) software is overwritten and the basic settings must be reset. This shall be done during a long test-drive when the automatic transmission is warm by shifting between all gears several times while "D" is engaged. After test-driving it is possible that the TCM-module is not completely done with the run-in process. Thus, the customer must be informed that until the running-in process is complete, the transmission may not change gears or operate optimally. Until the running-in process is complete, there could be hard, jerky gear changes, increased engine speed during gear changes and delayed gear changes.

Transmission Indicators and Messages

The following transmission-related indicators and messages may be displayed on the Driving Information Center (DIC). For a complete listing and description of all vehicle indicators and messages, refer to INDICATOR/WARNING MESSAGE DESCRIPTION AND OPERATION .

TRANSMISSION HOT IDLE ENGINE: This message is displayed if the temperature exceeds 150°C for longer than 2 seconds.

SERVICE TRANSMISSION: This message displays when there is a problem with the transmission.

Scheme 101

1. Rotating magnet
2. Stator magnet
3. IC circuit, Hall sensor
4. Coil
5. Magnetic field

The TCM is mounted directly on top of the transmission. The gear selector lever is integrated in the control module. The TCM is mounted so that the selector lever shaft goes through the control module. The selector lever position is calibrated with a scan tool, there is no mechanical adjustment.

An exterior 16-pin connector connects to the car's electrical system. Underneath the control module is another connector (22-pin) that connects directly to the transmission. The TCM makes contact with all the transmission solenoids and sensors here.

Note. Magnetic fields from e.g. magnets and from high-current cables, such as starter cables and cables to auxiliary equipment, can interfere with the gear position sensor. A rule of thumb is max 1A per mm in distance from the control module. A starter cable carrying a current of 200A must therefore be kept at least 20 cm away from the control module.

The TCM has a microprocessor with clock, RAM memory and a programmable ROM. An internal bus connects the processor and memory with the I/O unit. The I/O unit reads values from the A/D converter for analogue inputs, digital inputs and bus, as well as activates the transistors' output stages.

Adaptive values are saved in a non-volatile memory (ROM). When changing transmission, these values must be zeroed using scan tool. After changing TCM they will be zeroed automatically after adding the control module using the scan tool.

Scheme 102

1. On
2. Off

1. (s1) Solenoid valve S1
2. (s2) Solenoid valve S2

The normally open solenoid valve is mounted in the transmission valve housing and is used by TCM when activating C2. The pressure to SLC2 is then raised from system pressure to D-pressure. The valve is also used to apply pressure to brake B2 for engine braking in 1st gear.

The control module activates the valve by applying B+ to it. The valve is powered from control module pin 5 in the connector in direct contact with the transmission on the bottom of the control module. The valve is grounded in the valve housing.

Scheme 103

1. On
2. Off

1. (s1) Solenoid valve S1
2. (s2) Solenoid valve S2

The normally closed solenoid valve is mounted in the transmission valve housing and is used together with S1 to apply pressure to brake B2 for engine braking in 1st gear.

The control module activates the valve by applying B+ to it. The valve is powered from control module pin 2 in the connector in direct contact with the transmission on the bottom of the control module. The valve is grounded in the valve housing.

Scheme 104

1. On
2. Off
3. Ex

1. (slc1) Solenoid valve SLC1
2. (slc2) Solenoid valve SLC2
3. (slc3) Solenoid valve SLC3
4. (slb1) Solenoid valve SLB1

The PWM controlled solenoid valve is mounted in the transmission valve housing and controls the pressure in brake B1. The valve is active in gear positions P, R, N, D (gears 1, 3, 4 and 5).

The control module activates the valve by pulsing it with B+ (300 Hz PWM). The valve is powered from control module pin 21 in the connector that makes contact directly with the transmission on the bottom of the control module. The valve is grounded from pin 16. The current varies between 0-1000 mA. The solenoid is normally open and the hydraulic pressure drops as the current increases.

Scheme 105

1. On
2. Off
3. Ex

1. (slc1) Solenoid valve SLC1
2. (slc2) Solenoid valve SLC2
3. (slc3) Solenoid valve SLC3
4. (slb1) Solenoid valve SLB1

The PWM controlled solenoid valve is mounted in the transmission valve housing and controls the pressure in clutch C1. The valve is active in gear positions P, R, N, D (gears 5 and 6).

The control module activates the valve by pulsing it with B+ (300 Hz PWM). The valve is powered from control module pin 11 in the connector that makes contact directly with the transmission on the bottom of the control module. The valve is grounded from pin 10. The current varies between 0-1000 mA. The solenoid is normally open and the hydraulic pressure drops as the current increases.

Scheme 106

1. On
2. Off
3. Ex

1. (slc1) Solenoid valve SLC1
2. (slc2) Solenoid valve SLC2
3. (slc3) Solenoid valve SLC3
4. (slb1) Solenoid valve SLB1

The PWM controlled solenoid valve is mounted in the transmission valve housing and controls the pressure in clutch C2. The valve is active in gear positions P, R, N, D (gears 1, 2 and 3).

The control module activates the valve by pulsing it with B+ (300 Hz PWM). The valve is powered from control module pin 17 in the connector that makes contact directly with the transmission on the bottom of the control module. The valve is grounded from pin 18. The current varies between 0-1000mA. The solenoid is normally open and the hydraulic pressure drops as the current increases.

Scheme 107

1. On
2. Off
3. Ex

1. (slc1) Solenoid valve SLC1
2. (slc2) Solenoid valve SLC2
3. (slc3) Solenoid valve SLC3
4. (slb1) Solenoid valve SLB1

The PWM controlled solenoid valve is mounted in the transmission valve housing and controls the pressure in clutch C3. The valve is active in gear positions P, N, D (gears 1, 2, 4 and 6).

The control module activates the valve by pulsing it with B+ (300 Hz PWM). The valve is powered from control module pin 14 in the connector that makes contact directly with the transmission on the bottom of the control module. The valve is grounded from pin 22. The current varies between 0-1000mA. The solenoid is normally open and the hydraulic pressure drops as the current increases.

Scheme 108

1. On
2. Off
3. Ex

1. (slu) Solenoid valve SLU
2. (slt) Solenoid valve SLT

The PWM controlled solenoid valve is mounted in the transmission valve housing and controls the transmission system pressure. The value is controlled so that it is not higher than what is currently needed for any friction element. Brake B2 does not have its own pressure control valve and is therefore supplied by SLT.

The control module activates the valve by pulsing it with B+ (300 Hz PWM). The valve is powered from control module pin 3 in the connector that makes contact directly with the transmission on the bottom of the control module. The valve is grounded from pin 1. The current varies between 0-1000mA. The solenoid is normally open and the hydraulic pressure drops as the current increases.

Scheme 109

1. On
2. Off
3. Ex

1. (slu) Solenoid valve SLU
2. (slt) Solenoid valve SLT

The solenoid valve is mounted in the transmission valve housing.

The valve controls the pressure used for the torque converter clutch. The pressure is modulated so that full, partial or no engagement is achieved.

The control module activates the valve by pulsing it with B+ (300 Hz PWM). The valve is powered from control module pin 9 in the connector that makes contact directly with the transmission on the bottom of the control module. The valve is grounded from pin 4. The current varies between 0-1000mA. The solenoid is normally closed and the hydraulic pressure rises as the current increases.

Scheme 110

1. Output shaft gear with output speed sensor
2. C2 clutch drum with input speed sensor

The sensor is mounted inside the valve housing in the front part of the transmission and measures the speed of the transmission input shaft. This value is used by TCM to calculate the actual gear-change time and to regulate lock-up. The Hall sensor measures a toothed wheel with 36 teeth.

The sensor is powered from TCM pin 12 and is grounded through pin 13.

Scheme 111

1. Output shaft gear with output speed sensor
2. C2 clutch drum with input speed sensor

The sensor is mounted inside the valve housing in the rear part of the transmission and measures the transmission output shaft speed. This value is used by TCM mainly to determine the gear change points. The hall sensor measures a toothed wheel with 56 teeth.

The sensor is powered from TCM pin 19 and is grounded through pin 20.

Transmission Oil Temperature Sensor

The temperature sensor is mounted in the transmission valve housing and informs the control module about the current temperature. The value is used to correct the PWM ratio to the solenoids so that the gear changes are not affected by the viscosity of the oil. It is also used to activate the special gear change program in case of overheating.

Scheme 112

The sensor comprises an NTC resistor built into a plastic casing. The NTC resistor characteristic means that the resistance drops as the temperature rises. The NTC resistor is supplied with 5V through a pull up from control module pin 8 and is grounded through pin 7.

Scheme 113

The AF 40-6 automatic transmission (1) is an electronic 6-speed automatic transmission with lock-up. The transmission is mounted directly against the engine and has a final drive with integrated differential. The power unit is transverse mounted with all-wheel drive. Gear positions P-R-N-D are selected with the selector lever mounted in the center console. Manual up/downshifting is possible.

Transmission functions can be divided into three parts

1. Mechanical
2. Hydraulic
3. Control system

Mechanical

The main mechanical components of the AF40-6 automatic transmission

1. Torque converter with lock-up clutch
2. 2 planetary gear units, of which the rear is double
3. 3 disc clutches
4. 1 band type brake
5. 1 multi-disc brake
6. 1 free wheel
7. Final drive with differential

Scheme 114

SLB1, SLC1, SLC2, and SLC3 Solenoids

Scheme 115

1. On
2. Off
3. Ex

1. (slu) Solenoid valve SLU
2. (slt) Solenoid valve SLT

SLT and SLU Solenoids

Scheme 116

1. On
2. Off

1. (s1) Solenoid valve S1
2. (s2) Solenoid valve S2

There are also 2 on/off-type solenoids. The following table shows these digital solenoids and their duties.

S1 and S2 Solenoids

Scheme 117

The automatic transmission (2) has an oil cooler integrated in the engine radiator (1) and constitutes one unit together with the transmission. Fluid is circulated by the transmission fluid pump and carried via hydraulic hoses (3) to the radiator and back to the transmission.

Scheme 118

The transmission is electronically controlled by a control unit (TCM, Transmission Control Module). The TCM (1) is mounted directly on top of the transmission (2) and has one connector to the car's electrical system and one to the transmission. The gear position sensor is of Hall type and is integrated in the control module. The TCM is mounted so that the selector lever shaft goes through the control module. The gear lever sensor position is calibrated in position N with a scan tool, there is no mechanical adjustment. TCM controls the solenoids to maintain or change gear. The solenoids are controlled with PWM (Pulse Width Modulation) to achieve a variable flow of oil.

The determining factors for changing gear are two values: Current gear and target gear. Current gear is the one engaged at the moment and the target gear is the one TCM wants to change to. As long as these to values are the same there will be no gear change. Gear changing is initiated only when the target gear differs from the current gear. It is mainly the vehicle speed and acceleration that determines the target gear in automatic transmissions. The vehicle speed is taken from a special sensor, output speed, while the acceleration is taken from the engine management system (ECM) via the high speed bus.

Gear changing must also follow a permitted schedule. If a direct change to the target gear is not present in the schedule, there will be an intermediate gear change. If, for example, the car is in 5th gear and the accelerator suddenly indicates a target gear of 2 (kickdown), the gear change will be 5 to 3 and 3 to 2. This is because 5 to 2 is not a valid gear change.

When a gear change is carried out, TCM will calculate a requested pressure for each solenoid circuit. The pressure is converted to a requested current that later results in a PWM ratio. The requested pressure is modulated according to a predetermined procedure so that the gear change is made comfortable without unnecessary wear. Current engine torque taken from ECM via the high speed bus is used for this purpose. A higher pressure is required for higher engine torque.

TCM reads the resulting current to each solenoid and can finely adjust the PWM ratio so that the requested pressure (current) agrees with the actual current. The transmission does not have a pressure sensor so current pressure cannot be sent back to the control system. For this reason, the solenoids are calibrated very precisely.

Manual gear changing can be accomplished with the selector lever in position D using the up/down switch in the lever. A manual gear change must be fully completed before TCM will accept a new change command. The current gear is shown in the driver information center DIC. The highest permitted gear for pulling away is 3rd. For safety's sake, there will be a change down from gear 6, 5, and 4 automatically after kick-down if engine speed is below 2, 000 RPM.

TCM sends continuous information on the high speed bus concerning the engine torque allowed by the transmission. When changing gear this value drops and ECM limits engine torque if it exceeds this value.

The torque converter clutch is activated at steady speed in gears 3-6 when there is no need for any torque amplification. The slipping in procedure is regulated by comparing the speed on the input shaft with the engine speed obtained from ECM via the high speed bus. Lock up will not work at temperatures below 15°C (56°F). If the brake is depressed or acceleration increases, the function will be activated.

A reverse detent function prevents reverse gear being engaged if the car is travelling faster than 7 km/h when the selector lever is moved from N to R. Overrevving in gear position M will be prevented by not allowing changing down to take place if the speed is too high.

For high engine loads without a corresponding increase in speed one of two hill-climbing programs will be chosen. Gear changing is done at higher engine speeds and the gear will remain engaged for longer periods until the extra load ceases. These gear change programs are used to avoid changing up and down unnecessarily, e.g. when driving up long inclines with trailer and to avoid overheating the transmission oil. The Sport Mode can be engaged by a switch. Upon detecting the sport mode request TCM adapts the shift lines in order to enable a more progressive driving. Special gear change programs are not activated at speeds above 150 km/h (93 mph). If a special gear change program is active when the speed increases to over 150 km/h (93 mph), the program will continue, however, until the load has normalized.

Limp Home

If the power supply to TCM or to the solenoids is cut, the car can still be driven. Gear position D/M will give 2nd gear and P-R-N will work as normal but the gear will be engaged roughly as there is no regulation.

In case of a major fault in the transmission, mechanical or electrical, TCM will cut the supply to the solenoids in a controlled manner. In most cases, the control module will attempt to maintain the current gear until the car has stopped. Subsequently, the control module will attempt to engage 2nd gear if D/M is selected. After this, the supply to the solenoids will be cut and the transmission will lose all electrical control.

If an invalid gear ratio or the wrong gear is detected, the engine torque will be limited to 170 Nm in reverse and 150 Nm forward. For other faults, the torque will be limited to higher values depending on failure.

Intermittent

Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS .

Check

Note. Due to the risk of overheating, checking at full load must not take longer than 5 seconds. Add a pause for cooling down. The oil level in the transmission must be correct.

Scheme 119

Scheme 120

Scheme 121

Scheme 122

Scheme 123

Scheme 124

1. Raise and support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(ref-652230-S26645367622014082300000) .
2. Remove the lower engine compartment cover.
3. WARNING: An electric fan under the hood can start up even when the engine is not running and can injure you. Keep hands, clothing and tools away from any underhood electric fan. Remove the upper plug (A). (The front torque rod has been removed in the illustration to give a better view of the connections.)
4. Fit adapter (A) DT-6329 .
5. Fit equipment DT-498-B on connection (A).
6. Lower the vehicle.
7. Connect the scan tool and check the oil temperature.
8. NOTE: The oil temperature must be between 50°C (122°F) and 80°C (176°F). Check the oil pressure in selector lever position "D". Start the engine. Move the selector lever to position "D". Check the oil pressure at idling speed and at full load - air conditioning and lighting disengaged. Desired value idling speed (foot brake not applied): 370-410 kPa (53.6-59.5 psi). Desired value full load: 1350-1460 kPa (195.8-211.7 psi). Switch off the engine after the check.
9. Raise the vehicle.
10. Remove the oil pressure gauge (B).
11. Remove the connection (A).
12. Refer to «FASTENER CAUTION»(ref-652265-S21063658522014082300000) . Install the upper plug (A) with a NEW sealing ring and tighten to 10 Nm (89 lb in) .
13. Remove the lower plug (B).
14. Fit adapter (A) DT-6329 .
15. Install equipment DT-498-B (B) on connection (A).
16. Lower the vehicle.
17. Connect the scan tool and check the oil temperature.
18. NOTE: The oil temperature must be between 50°C (122°F) and 80°C (176°F). Check the oil pressure in selector lever position "R". Start the engine. Move the selector lever to position "R". Check the oil pressure at idling speed and at full load - air conditioning and lighting disengaged. Desired value idling speed (foot brake not applied): 570-660 kPa (82.7-95.7 psi). Desired value full load: 190-213 kPa (27.5-30.9 psi). Switch off the engine after the check.
19. Raise the vehicle.
20. Remove the oil pressure gauge (B).
21. Remove the connection (A).
22. Install the lower plug (B) with a NEW sealing ring and tighten to 10 Nm (89 lb in) .
23. Lower the vehicle.
24. Remove the scan tool.

Electrical Function Check

Perform this procedure first in order to ensure the electronic transmission components are functioning properly. If these components are not checked, a simple electrical condition could be misdiagnosed.

1. Connect the Scan Tool.
2. Ensure the selector lever is in PARK and set the parking brake.
3. Start the engine.
4. Verify that scan tool data can be obtained. Refer to «CONTROL MODULE REFERENCES»(ref-652232-S11179918262014082300000) for typical data values. Data that is questionable may indicate a concern.
5. Monitor the TCC brake switch parameter while applying and releasing the brake pedal. The scan tool should display: Open when the brake pedal is applied. Closed when the brake pedal is released.
6. Check the garage shifts. Apply the brake pedal and ensure the parking brake is set. Move the gear selector through the following ranges: PARK to REVERSE REVERSE to NEUTRAL NEUTRAL to DRIVE Pause 2 to 3 seconds in each shift position. NOTE: Harsh engagement may be caused by any of the following conditions: NOTE: Soft or delayed engagement may be caused by any of the following conditions: Verify the gear engagements are immediate and not harsh.
7. Monitor transmission range on the scan tool, engine data list. Apply the brake pedal and ensure the parking brake is set. Move the gear selector through all ranges. Pause 2 to 3 seconds in each range. Return gear selector to PARK. Verify that all selector positions match the scan tool display.
8. Check throttle position input. Apply the brake pedal and ensure the parking brake is set. Ensure the selector lever is in PARK. Monitor the scan tool Calc. Throttle Position while increasing and decreasing engine speed with the throttle pedal. The scan tool Calc. Throttle Position percentage should increase and decrease with engine speed.

If any of the above checks do not perform properly, record the result for reference after completion of the road test.

Adaptive Learning

Start driving the car and make the adaptive learning. Refer to TRANSMISSION ADAPTIVE FUNCTIONS .

Confirm Customer Complaint by Driving

Continue driving to verify the customer complaint. It might be useful to use manual shifting in order to verify the problem.

Check Oil Level and Oil Quality

After the driving is finalized and the complaint has been recorded

1. Check fluid level. Refer to «TRANSMISSION FLUID LEVEL AND CONDITION CHECK»(ref-652265-S16994866682014082300000) .
2. Check oil quality. If the oil is milky there is a water leakage into the transmission. Check the vent hose. If the oil smells burnt and its color is dark some disc may have been overloaded.
3. If the oil quality is too bad, change oil, make a new adaptive driving and the check if the problem is still there.

Poor Acceleration at Low Speed

If the stator is freewheeling at all times, the car tends to have poor acceleration from a standstill. At speeds above 50-55 km/h (30-35 mph), the car may act normally. For poor acceleration, you should first determine that the exhaust system is not blocked, and the transmission is in First gear when starting out.

If the engine freely accelerates to high RPM in NEUTRAL, you can assume that the engine and the exhaust system are normal. Check for poor performance in DRIVE and REVERSE to help determine if the stator is freewheeling at all times.

Poor Acceleration at High Speed

If the stator is locked up at all times, performance is normal when accelerating from a standstill. Engine RPM and car speed are limited or restricted at high speeds. Visual examination of the converter may reveal a blue color from overheating.

If the converter has been removed, you can check the stator roller clutch by inserting a finger into the splined inner race of the roller clutch and trying to turn the race in both directions. You should be able to freely turn the inner race clockwise, but you should have difficulty in moving the inner race counterclockwise or you may be unable to move the race at all.

If Shudder Occurs After TCC has Applied

If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the transmission.

As mentioned above, the TCC is not likely to slip after the TCC has been applied. Engine problems may go unnoticed under light throttle and load, but they become noticeable after the TCC apply when going up a hill or accelerating. This is due to the mechanical coupling between the engine and the transmission.

Once TCC is applied, there is no torque converter, fluid coupling, assistance. Engine or driveline vibrations could be unnoticeable before TCC engagement.

Inspect the following components in order to avoid misdiagnosis of TCC shudder. An inspection will also avoid the unnecessary disassembly of a transmission or the unnecessary replacement of a torque converter.

1. Spark plugs - Inspect for cracks, high resistance or a broken insulator.
2. Coil - Look for a black discoloration on the bottom of the coil. This indicates arcing while the engine is misfiring.
3. Fuel injector - The filter may be plugged.
4. Vacuum leak - The engine will not get a correct amount of fuel. The mixture may run rich or lean depending on where the leak occurs.
5. EGR valve (Gasoline) - The valve may let in too much or too little unburnable exhaust gas and could cause the engine to run rich or lean.
6. MAP sensor - Like a vacuum leak, the engine will not get the correct amount of fuel for proper engine operation.
7. Carbon on the intake valves - Carbon restricts the proper flow of air/fuel mixture into the cylinders.
8. Flat cam - Valves do not open enough to let the proper fuel/air mixture into the cylinders.
9. Oxygen sensor - This sensor may command the engine too rich or too lean for too long.
10. Fuel pressure - This may be too low.
11. Engine mounts - Vibration of the mounts can be multiplied by TCC engagement.
12. Axle joints - Check for vibration.
13. TP Sensor (Gasoline) - The TCC apply and release depends on the TP Sensor in many engines. If the TP Sensor is out of specification, TCC may remain applied during initial engine loading.
14. Cylinder balance - Bad piston rings or poorly sealing valves can cause low power in a cylinder.
15. Fuel contamination - This causes poor engine performance.

General Method

1. Verify that the leak is transmission fluid.
2. Thoroughly clean the suspected leak area.
3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Park the vehicle over clean paper or cardboard.
5. Turn OFF the engine.
6. Look for fluid spots on the paper.
7. Make the necessary repairs.

Powder Method

1. Thoroughly clean the suspected leak area with solvent.
2. Apply an aerosol type leak tracing powder to the suspected leak area.
3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Turn OFF the engine.
5. Inspect the suspected leak area.
6. Trace the leak path through the powder in order to find the source of the leak.
7. Make the necessary repairs.

Dye and Black Light Method

A fluid dye and black light kit is available from various tool manufacturers.

1. Follow the manufacturer instructions in order to determine the amount of dye to use.
2. Operate the vehicle for 24 km (15 mi) or until normal operating temperatures are reached.
3. Detect the leak with the black light.
4. Make the necessary repairs.

Find the Cause of the Leak

Pinpoint the leak and trace the leak back to the source. You must determine the cause of the leak in order to repair the leak properly. For example, if you replace a gasket, but the sealing flange is bent, the new gasket will not repair the leak. You must also repair the bent flange. Before you attempt to repair a leak, check for the following conditions, and make repairs as necessary

Gaskets

1. Fluid level/pressure is too high.
2. Plugged vent or drain-back holes.
3. Improperly tightened fasteners.
4. Dirty or damaged threads.
5. Warped flanges or sealing surface.
6. Scratches, burrs, or other damage to the sealing surface.
7. Damaged or worn gasket.
8. Cracking or porosity of the component.
9. Improper sealant used, where applicable.
10. Incorrect gasket.

Seals

1. Fluid level/pressure is too high.
2. Plugged vent or drain-back holes.
3. Damaged or worn seal.
4. Cracks in component.
5. Manual shaft or output shaft surface is scratched, nicked, or damaged.
6. Loose or worn bearing causing excess seal wear.

Transmission Valve Body Cover

1. Incorrectly tightened bolts.
2. Improperly installed or damaged gasket/seal.
3. Damaged mounting face.
4. Incorrect gasket seal.

Transmission Case Leak

1. Loose or damaged oil cooler lines/seals.
2. Worn or damaged axle shaft oil seal.
3. Loose line pressure pipe plug or fluid level pipe plug.

Leak at the Transmission Vent

1. Overfilled system.
2. Water or coolant in the fluid. The fluid will appear milky. Check vent hose mounting.
3. Plugged vent.

Minimum Flow Rate in Gallons Per Minute (GPM)

Scheme 125

Scheme 126

Scheme 127

Scheme 128

1. Install the DT-45096-30 adapter onto the oil cooler lines.
2. Connect the black supply hose (1) to the adapter connected to the return line, bottom hose of the transmission oil cooler.
3. Connect the clear waste hose (2) to the adapter connected to the supply line, top hose from the transmission oil cooler. The above connections are the reverse flow or back-flush direction.
4. Turn the main function switch to the FLUSH position. Allow the machine to operate for 30 seconds.
5. Turn the main function switch to the IDLE position and allow the supply vessel pressure to dissipate.

Scheme 129

Scheme 130

1. Disconnect the DT-45096 flush machine at the hose couplings at the adapters and switch the hoses. The black hose (2) to the oil cooler supply hose and the clear hose (1) to the oil cooler return hose. The above connections are now in the normal flow direction.
2. Turn the main function switch to the FLUSH position and allow machine to operate for 30 seconds.

Scheme 131

1. NOTE: If the flow rate is less than 0.5 gpm, the LCD displays an error message. Refer to appropriate Troubleshooting service information. Turn the main function switch to the FLOW position and allow the oil to flow for 15 seconds. Observe and note the flow rate. This is the tested flow rate.
2. Compare the TESTED flow rate to the MINIMUM flow rate information previously recorded. If the TESTED flow rate is equal to or greater than the MINIMUM flow rate recorded, the oil cooling system is functioning properly. Perform «CODE RECORDING PROCEDURE»(ref-652265-S10526294762014082300000) . If the TESTED flow rate is less than the MINIMUM flow rate previously recorded, repeat the back flush and forward flush procedures.
3. If the TESTED flow rate is less than the MINIMUM flow rate after the second test, perform «CODE RECORDING PROCEDURE»(ref-652265-S10526294762014082300000) . 3.1. Replace the transmission oil cooler. 3.2. Reconnect supply and waste hoses to the cooler lines in the normal flow direction. Perform «FLOW TEST»(ref-652265-S00930568862014082300000) . 3.3. Perform «CODE RECORDING PROCEDURE»(ref-652265-S10526294762014082300000) .

Scheme 132

1. Turn the main function switch to the CODE position.
2. NOTE: If power is interrupted prior to the recording of the seven-character code, the code will be lost and the flow rate test will need to be repeated. The flow test must run for a minimum of 8-10 seconds and be above 0.5 gpm for a code to be generated. Record TESTED flow rate, temperature, cycle and seven-character flow code information on repair order.

Scheme 133

Scheme 134

1. Turn the main function switch to the IDLE position and allow the supply vessel pressure to dissipate.
2. Turn the main power switch to the OFF position.
3. NOTE: A small amount of water may drain from the bottom of the unit when the air supply is disconnected. This is a normal operation of the built-in water separator. Disconnect the supply and waste hoses and the 12-volt power source from the vehicle.
4. Disconnect the air supply hose from DT-45096 flush machine.
5. Dispose of the waste ATF in accordance with all applicable federal, state, and local requirements.
6. Clean the residual DEXRON VI from the transmission oil cooler, using compressed air to blow out the transmission oil cooler.

Transmission Overheats

Time studies - Automatic transmission

Correction

1. 01 - Replacement
2. 02 - Removal - Refit
3. 03 - Renovate
4. 04 - Paint
5. 05 - Adjust
6. 06 - Change comp. unit
7. 07 - Lubricate - Clean - Polish
8. 08 - Check/Fault search
9. 09 - Expose
10. 10 - Install new
11. 11 - Transfer

Time studies - Gear selector mechanism

1. 01 - Replacement
2. 02 - Removal - Refit
3. 03 - Renovate
4. 04 - Paint
5. 05 - Adjust
6. 06 - Change comp. unit
7. 07 - Lubricate - Clean - Polish
8. 08 - Check/Fault search
9. 09 - Expose
10. 10 - Install new
11. 11 - Transfer