THM 4L60-E - Intermittent Pressure Rise On 1996 Models Only

COMPLAINT: Beginning at the start of production for all 1996 model vehicles equipped with the THM 4L60-E transmission, there was a VCM (Vehicle Control Module) installed on the vehicles with an internal ground wire that connects the two printed circuit boards together. Some vehicles with the VCM will display very erratic and unstable line pressure rise in the transmission, and in some instances, premature failure of the transmission.

CAUSE: Bad ground connection from one printed circuit board to the other.

CORRECTION: There is now available from OEM parts sources, a new service repair kit with an instruction sheet, to repair 1996 vehicles with this condition, and is available under OEM part number 12167310.

Step Number One:
Remove the wire and terminal from location 18 in the "Clear" connector, and install one end of the jumper wire that is included in the service kit into location 18 in the "Clear" connector, and reinstall the clear connector, as shown in Figure 1.

Step Number Two:
Install the wire and terminal that was removed from cavity location 18 in the clear connector, into empty cavity location 23 of the "Blue" connector, as shown in Figure 1.

Step Number Three:
Install the other end of the included jumper wire that was previously installed in cavity 18 of the clear connector, into empty cavity location 26 of the "Red" connector, as shown in Figure 1.

SERVICE INFORMATION:
Service Repair Kit......................................................12167310

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MERCEDES 722.3 - 722.4 - Slipping And/Or No Reverse

COMPLAINT: Before and/or after rebuild, any Mercedes equipped with the 722.3 - 722.4 transmission may exhibit a chattering in reverse, slipping in reverse, or no reverse.

CAUSE: The cause may be, a stuck or sticking Accumulator Switching On Control Valve, a collapsed or broken Accumulator Switching On Control Valve Spring, a missing, cut, or leaking seal ring on the accumulator piston, or a cracked Accumulator Switching On Piston  (See Figure 1).

CORRECTION: Remove and disassemble the valve body. Inspect and replace as necessary, the parts and concerns listed above, as shown in Figure 1.

MAZDA/FORD GF4A-EL/GF4EAT HARSH UPSHIFTS

COMPLAINT: 1993 & up, vehicles equipped with GF4A-EL transaxles, may exhibit a harsh 1-2 upshift or harsh upshift complaints when "hot", before or after overhaul. More car diagnostic tool to konw? Line pressure appears to be normal or slightly higher than normal 60-70 psi. at idle and 161-172 psi. at stall when checking in the "D" range when the vehicle is "cold." Although when the vehicle gets "hot" the pressures get irratic and or exceed the stall pressure specs, which are 175 psi. in "D" and 300 psi. in "Reverse."

CAUSE: The cause may be, a faulty Pressure Control Solenoid, a worn Boost Valve and Sleeve and/or a worn Pressure Regulator Valve bore which is part of the Rear Control Valve Body.

CORRECTION: Replace the Pressure Control Solenoid as shown in Figure 1, with Ford part number F32Z-7G136-AA or Mazda part number FU9A-21-1G1A. Inspect the Pressure Regulator Valve and the Pressure Regulator Valve bore for wear or scoring as shown in Figure 2. If the bore has "shiny" spots where the Valve rides a "New" Rear Control Valve Body can be purchased from Mazda. Inspect the Boost Valve and Boost Valve Sleeve for wear or scoring, and replace as needed with Sonnax boost valve and sleeve as shown in Figure 2.

SERVICE INFORMATION:
Pressure Control Solenoid (Ford Part No.)..............................................F32Z-7G136-AA
Pressure Control Solenoid (Mazda Part No.).............................................FU9A-21-1G1A
Rear Control Valve Body (Mazda Part No.)................................................FU9C-21-115G
   NOTE: This is a new casting with no valves in it.
Boost Valve and Sleeve (Sonnax Part No.)........................................................74846-01K
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FORD E40D - NO UPSHIFT, COMPUTER COMMANDS OK

COMPLAINT: Some 1996 and later Ford Motor Company vehicles that are equipped with the E4OD Transmission, before or after overhaul may exhibit a no upshift condition with the shift selector in Drive.

CAUSE: After determining that the PCM is commanding the transmission to make the upshifts, the cause may be that the BS2 Checkball, located in the Main Valve Body is missing. See Figure 1.

CORRECTION: Install the ¼ in. Green Rubber Checkball in the location as shown in Figure 1.

SERVICE INFORMATION:
Green ¼ in. Checkball..................................................................................F6TZ-7E195BB
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FORD AX4S/AX4N - Tcc Solenoid Change And Shift Solenoid Interchange

(UPDATED INFORMATION)
CHANGE: At the start of production for the 1997 model year, the Lincoln Continental equipped with the AX4N transaxle, received a new design and higher resistance,  Modulated Lock-Up Solenoid. Know more obd2 scanner?
At the start of production for the 1998 model year, the Taurus and Sable equipped with the AX4S transaxle, also received this new design Modulated Lock-Up Solenoid (MLUS).

REASON: Much improved converter clutch application and durability.

PARTS AFFECTED:
(1) MODULATED LOCK-UP SOLENOID - The new design MLUS is round, like the previous design solenoid, but has a blue connector instead of the previous white, and a resistance value of 13-24 Ohms, instead of the previous 0.98-1.6 Ohms resistance (See Figure 1).

INTERCHANGEABILITY:
The O.E. Manufacturer first advised not to interchange the solenoids, but has since backed off of that statement, as the only MLUS now available is the new design with the blue connector and higher resistance. ATSG has seen no problems with installing the new design MLUS on the previous model transaxles, except 1991 Taurus and Sable which are non-modulated models. Use the chart in Figure 2 to check the resistance of the MLUS through the case connector to determine which solenoid is in the transaxle.
SPECIAL NOTE:
Shift Solenoids - Shift Solenoids for the AX4S transaxle and AX4N transaxle are identical in every dimension and every respect except one.  Shift Solenoids for the AX4S have a diode in the solenoid, and Shift Solenoids for the AX4N do not have a diode in the solenoid, as the vehicles equipped with the AX4N have the diodes in the processor.Some car tools such as OPEL EDC16 KM Tool and BMW and BENZ Scanner are helpful to you.
This means that the AX4S Shift Solenoids can be used in AX4N transaxles, but AX4N Shift Solenoids cannot be used in AX4S transaxles, as there would be no diode protection. Most suppliers stock only the AX4S shift solenoid, as it works well on both.

SERVICE INFORMATION:
Modulated TCC Solenoid with Blue Connector.............................................. F7OZ-7G136-AA
Modulated TCC Solenoid with White Connector............................................ F3DZ-7G136-AA
AX4S Transaxle Shift Solenoids ..................................................................... F1DZ-7G484-A
AX4N Transaxle Shift Solenoids .................................................................... F3DZ-7G484-AA

FORD 4R100 - "NON-PTO" AND "PTO" HYDRAULIC DIFFERENCES

CHANGE: Begining at the start of production for 1999 models, Ford Motor Company made available a "Power Take Off" option for some F250, F350, F450 and F550 Super Duty Trucks, equipped with 5.4L, 6.8L and 7.3L engines. More daignostic tool?

REASON: The "PTO" option addition, to the 4R100, required many changes to the transmission to make the "PTO" function. The "PTO" window, added to the case, the "PTO" drive gear and other cosmetic changes were previously covered in ATSG Bulletin No. 98-56. Hydraulic changes also had to be made to make the coast clutch operate in ranges other than the Drive ranges.

PARTS AFFECTED:
(1)TRANSMISSION CASE: The transmission case was changed to acommodate the "PTO" window, as shown in ATSG Bulletin No. 98-56. All 4R100 Cases, "NON-PTO"and "PTO,"also had a "Dam" added to seperate "Rear Lube" and to incorperate "Central Lube".

VALVE BODY TO CASE SPACER PLATE: The Valve Body to Case Spacer plate on the "PTO" versions had a hole added to supply the 3-4 Shift Valve with Line Pressure. A hole was also added to the Spacer Plate on "NON-PTO" and "PTO" versions to connect "Solenoid Regulator Valve" oil to supply "Central Lubrication."

(3)MAIN VALVE BODY: A passage was added on the "Upper Side" of the Main Valve Body on "PTO" versions, as shown in Figure 5, to supply Line Pressure to the 3-4 Shift Valve. A passage was also added, on the "Lower Side" of the Main Valve Body, to connect the 3-4 Shift Valve (Coast Clutch Circuit) to an exhaust.The spring side of the 3-4 Shift Valve was also seperated from the Low/Reverse circuit.

(4)LOWER VALVE BODY: The Lower Valve Body had a passage added, to connect to the "new"exhaust passage in the Main Valve Body.

(5)LOWER VALVE BODY SPACER PLATE: The Lower Valve Body Spacer Plate had a hole added to connect the "new" exhaust passage in the Main Valve Body to the "new" exhaust passage in the Lower Valve body.

INTERCHANGEABILITY:
None of the parts listed above will interchange between "NON-PTO" and "PTO" versions.

SERVICE INFORMATION:
Valve Body To Case Spacer Plate (Non-PTO) .................. ................................F81Z-7A008-DA
Valve Body To Case Spacer Plate (PTO) ...........................................................F81Z-7A008-BA
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THM 4L60 (700-R4) NO 4TH GEAR

COMPLAINT: No 4th gear; 2nd and 4th pressure lower than line pressure.

CAUSE: The cause could be the bleed orifice cup plug missing from the case in the bottom of the 3-4 accumulator bore (see Figure 1).

CORRECTION: Install bleed orifice cup plug, OEM Part Number 8628864. More Auto Equipment?

THM 440-T4 VALVE BODY GASKET IDENTIFIACTION
1985 and 1985 l/2 model valve body and channel plate gaskets "ARE NOT" interchangeable.
Ink stamped on each gasket is a 3 digit Identification Number, in the location shown in Figure 1.
Refer to the chart in Figure 2 for proper application. Refer to Figure 3 to identify transaxle model.
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THM 440-T4 Erratic Or No Upshift

Erratic shifts or no upshift in a THM 440-T4 transaxle may be caused by particles of hardened imprex (TM) material lodging in the governor pressure channel. (Imprex (TM) is an "Impregnation Plastic" used in the manufacturing of cases to help seal the case and minimize porosity.)

Service Action:

1. Remove governor assembly (5) from transaxle and clean with solvent.

2. Inspect governor for binding weights and/or mispositioned springs. To verify operation, turn governor upside down and pour solvent into the governor shaft. Check for leakage past the checkballs. If leakage is noted, replace the governor assembly.

3. Reinstall governor cover (9) without the governor assembly.

4. Start the engine and move the selector lever to drive (D) position. Allow the engine to run for 15-20 seconds.

5. Apply brake, move the selector lever to park (P), and stop the engine.

6. Reinstall the governor assembly (5) into the transaxle and road test the vehicle to verify transaxle operation.

IF ERRATIC SHIFTS OR A NO UPSHIFT CONDITION CONTINUES:

7. Remove and clean governor oil pipe retainer (129), orificed cup plug (127), governor feed and return pipes (125,124) accumulator cover (121) and governor screen (126).

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FORD AXOD - New 10 Checkball Pump And Gaskets

Make certain the correct number of checkballs are installed in their proper locations during the reassembly process. Use the transaxle model tag attached to the top of the converter housing, (See Figure I), for positive model identification. Refer to the following service information for the correct number of checkballs, and proper placement of the checkballs.

VALVE BODY CHECKBALL INFORMATION
The valve body has SEVEN (7) checkballs and the location of the check balls are the same for all models and all years. REFER TO FIGURE 2 FOR LOCATIONS

OIL PUMP  CHECKBALL INFORMATION
1986-1990 TAURUS/SABLE, 3.0L Engines, All Models 1989 CONTINENTAL, 3.8L Engines, Models PNA-AB, PNA-AB3 The oil pump body on these models have NINE (9) checkballs. REFER TO FIGURE 3 FOR LOCATIONS

1989 CONTINENTAL, 3.8L Engines, Models PNA-AB4
1990 CONTINENTAL, 3.8L Engines, All Models
1990 TAURUS/SABLE, 3.8L Engines, All Models
The oil pump body on these models have TEN (10) checkballs, and require new pump gaskets that are identified by a "Light Blue" stripe. REFER TO FIGURE 4 FOR LOCATIONS

SERVICE INFORMATION
CHECKBALLS (5 Per Package) ........................................................... E7DZ-7E195-A
PUMP HOUSING TO PUMP SPACER GASKET (10 Ball) .............. E90Y-7G331-A
PUMP SPACER TO VALVE BODY GASKET (10 Ball) ................... E90Y-7A136-A
Figure 1: http://goo.gl/uUDVV
Figure 2: http://goo.gl/DAv4N
Figure 3: http://goo.gl/JFSUW
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THM 200-4R - NEW FILTER

Some 1981-87 vehicles equipped with THM 200-4R transmissions' may exhibit a gear noise (whine) prior to the 1-2 shift and possibly during 2nd gear. This condition may be caused by a wear pattern on the front planetary gears. This noise may be reduced by replacing worn gearset parts then checking and adjusting the foward clutch shaft end play and the output shaft end play to the specifications in this bulletin.

TRANSMISSION IDENTIFICATION INFORMATION (Figure 1) Note that the specifications given in this bulletin are at low end of the range printed in the service manual and only need to be used to correct a lst/2nd gear noise condition.

SERVICE ACTION
If worn, replace front internal gear, front carrier assembly and front sun gear. Check ans adjust end play to the following Specifications.

Forard Clutch Shaft: 0.9Omm--1.3Omm (0.035"--0.051")
Output Shaft: 0.32 mm--0.64mm (0.013"-- 0.025)

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THM 440-T4 - HARSH 1-2 SHIFT

Some 1985-1987 DeVilles and Fleetwoods and 1986-1987 Eldorados and Sevilles may experience a consistently harsh 1-2 shift condition at any throttle angle and any altitude.

This harsh shift condition may be caused by a blocked or partially drilled 2nd clutch feed passage in the case.

To repair this condition inspect the 2nd feed passage for blockage or in-complete drilling operation. To perform this inspection, remove the transaxle oil pan, filter, accumulator cover (with feed pipes and retainer), accumulator cover spacer plate and gaskets (Figure 1). Inspect the 2nd clutch passage by measuring the depth of the hole, which should be a minimum of 72mm (2-13/16") as shown in Figures 2 and 3.

If the passage is not properly drilled:
1. Remove the transaxle from the vehicle and disassemble components up to  and including the channel plate.
2. Mark an 8.5mm (21/64") drill bit at 72mm (2-13/16") from the end using a drill stop or some other acceptable method. From the oil pan side of the case, finish drilling the 2nd clutch passage to the proper depth as marked on the drill bit.
NOTE: DRILLING TO DEEP INTO THE 2ND CLUTCH PASSAGE WILL RESULT IN DAMAGE TO THE CASE
3. Remove metal chips caused by drilling and thoroughly flush the repaired case passages with clean solvent.
4. Reassemble the transaxle.
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THM 4L60-E - LACK OF LUBRICATION

COMPLAINT: Vehicle is brought to your shop and has failed because of lack of lubrication. You check the cooler or possibly replace the cooler as a precaution. After replacing the necessary failed parts, the vehicle is returned with the same problem.

CAUSE: The cause may be, a defective pump cover (Stator) from the factory, that was not drilled completely through the "Lube From Cooler" passage, as shown in Figure 1. If this passage is not drilled through, there will be no lubrication to the rear of this unit as all lube must pass through the pump cover (See Figure 1). Every one that we have encountered, and we have seen several, had been drilled just deep enough that the cup plug that seals this passage after drilling was installed in the cover.

CORRECTION: Replace the pump cover as necessary with a new one and inspect every one that enters your shop to ensure no return failures. All of the pump covers we have seen at this point, were the 13 vane variety. Find more useful tools like Lexia 3 PP2000 and digimaster 2 to solve the car problems.

ALLISON 1000/2000 SERIES - PRELIMINARY INFORMATION

Allison Transmission has now developed a family of two new automatic transmissions, refered to as the 1000 Series and the 2000 Series, for light duty (8600-19850 GVW) and medium duty (19850-30000 GVW) commercial trucks. These two new transmissions are scheduled to start appearing in General Motors vehicles for the 2000 model year and come in two wheel drive and four wheel drive configurations, as shown in Figure 2. Both the 1000 and 2000 Series are available with an optional PTO gear. 

The PTO gear is driven off of the torque converter, and thus is turbine driven.  Engine driven performance can be obtained by engaging the torque converter clutch during neutral PTO operation.  PTO mounting provisions are in the form of a standard SAE 6 bolt pad on each side of the transmissions main case, as shown in Figure 1 and 2. General description and operation begins on Page 3 of this bulletin.

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