THM 4L80-E – New Shift Solenoids

CHANGE: Beginning in the middle of 1996 model year, as a running change, all THM 4L80-E/4L80-EHD transmissions were built with revised shift solenoids once again. Get more obd2 scanner from obddeal.com.

REASON: Revised internal seal material and coil windings for increased durability.

PARTS AFFECTED:
(1) SHIFT SOLENOID “A” – Revised internal seal material, and is now TAN in color, instead of the previous Purple (See Figure 1).
(2) SHIFT SOLENOID “B” – Reveised internal seal material, and is now BLACK in color, instead of the previous Tan (See Figure 1).

INTERCHANGEABILITY:
The new design Shift Solenoids will retro-fit back on all previous models.

SERVICE INFORMATION:
Shift Solenoid “A” (TAN) . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10478125
Shift Solenoid “B” (BLACK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10478126

New Shift Solenoids

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THM 4L80-E – Loss Of Reverse When Hot

COMPLAINT: Vehicle has a good reverse until the transmission reaches full operating temperature, primarily after sustained highway speeds, and then displays no reverse.

CAUSE: The cause has been traced to the use of short lip seals on the direct clutch piston, causing the direct clutch not to apply when reverse is selected.

CORRECTION: Install LONG lip seals on the direct clutch piston when reconditioning the transmission, as shown in Figure 1. Also be sure to replace the solid Teflon sealing rings on the center support with white rings with Red speckles (See Figure 2). Always replace the center support feed bolt with a NEW one every time it is removed, and ensure that the centersupport is Fully drawn up against the case surface (See Figure 3).

Special Note: The new center support bolt allows one time reuse/reassembly of the center support by achieving the same level of thread interference as the production assembly. Torque for the service bolt is 37 lbs., and the run-in torque will be about half of this value.
Loss Of Reverse When Hot 1 Loss Of Reverse When Hot 2Loss Of Reverse When Hot 3

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THM 4T60-E – New Design 1-2 Roller Clutch

CHANGE: Beginning at the start of production for 1996 models, all THM 4T60-E transaxles were built with a new design l-2 Roller Clutch Assembly, as shown in Figure 1.  Know more car diagnostic tool ? You can find the hot ones like Maxscan GS500 from obddeal.

REASON: Eliminates a potential high speed freewheel failure and reduces the number of parts needed for the assembly process.

PARTS AFFECTED:
(1) l-2 ROLLER CLUTCH SUPPORT – Roller clutch cam is now the inside diameter design instead of the previous outside diameter design and the bushing that supports it on the final drive ring gear has doubled in width for much improved stability of the l-2 Roller Clutch Support. Refer to Figure 1 for illustrations.

(2) THRUST BEARING – Dimensional changes to accommodate the new design l-2 roller clutch support (See Figure 1).

(3) l-2 SUPPORT SPACER – Eliminated, as shown in Figure 1.

(4) 1-2 ROLLER CLUTCH ASSEMBLY – Dimensional changes to accommodate the new inside diameter cam design l-2 roller clutch parts, as shown in Figure 1.

(5) l-2 ROLLER CLUTCH SNAP RING – Eliminated, as shown in Figure 1.

(6) l-2 ROLLER CLUTCH INNER RACE – Eliminated, as shown in Figure 1.

(7) REACTION SUN GEAR DRUM – Redesigned with the l-2 roller clutch outer race now made as part of the sun gear drum, to accommodate the new design l-2 roller clutch parts, as shown in Figure 1.

(8) FINAL DRIVE RING GEAR – Revised lubrication hole sizes and locations in support to accommodate the new design l-2 roller clutch assembly, as shown in Figure 2.

INTERCHANGEABILITY:
The new design l-2 Roller Clutch Assembly will back service all THM 4T60-E transaxles to 1991, however, all parts listed above must be used as a package.

Figure 1: http://flic.kr/p/dWNvF8
Figure 2: http://flic.kr/p/dWNvEi

THM 4T60-E – Tie-Up In Park And Reverse Moves Forward In Neutral Tie-Up On 2-3 Upshift

COMPLAINT: After rebuild, the vehicle displays a tie-up condition (In Gear) while the selector lever is in the Park position, a tie-up condition in Reverse, moves forward in Neutral, and a tie-up condition on the 2-3 shift. Get more hot tools UCANDAS VDM and upa usb programmer that are useful.

CAUSE: The cause may be, the. rear lube pipe and  the apply pipe for the 2-l manual servo, reversed in the accumulator housing cover (See Figure 1). This will allow lube oil to apply the 2-l manual servo and the band as soon as the engine is started.

CORRECTION: Install the tubes into the accumulator housing cover with the 2-l manual servo apply pipe in the “Center” hole, as shown in Figure 2, and the rear lube pipe in the right hand hole, as shown in Figure 2. The forward servo apply pipe cannot be installed in the wrong hole as it is a larger diameter than the other two.

NOTE:
Figure 1 shows the ‘incorrect” assembly of the pipes.
Figure 2 shows the “Correct” assembly of the pipes.

Tie-Up In Park And Reverse Moves Forward In Neutral Tie-Up On 2-3 Upshift 2

Tie-Up In Park And Reverse Moves Forward In Neutral Tie-Up On 2-3 Upshift 1

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FORD CD4E – Premature Reverse Drum Bushing Failure

COMPLAINT:
After overhaul, a vehicle equipped with a CD4E transaxle exhibits premature failure of the top bushing in the reverse input housing (See Figure 1), and apparently due to lack of lubrication. Because of the bushing failure, the ring area in the reverse input housing may be grooved, and the sealing rings on the forward/coast/direct housing may be worn car diagnostic tool.

CAUSE:
The cause may be, mis-assembly of the reverse input clutch hub onto the splines of the forward/coast/direct clutch housing. The reverse input clutch hub has 2 slots machined 180 degrees apart on the bottom of the hub, as shown in Figure 2. These slots must be indexed over the two lubrication holes 180 degrees apart in the splines of the forward clutch housing, as shown in Figure 2. If the slots are not lined up with the lube holes in the splines, premature failure of the reverse input housing bushing will be the result.

CORRECTION:
Identify and locate the slots in the reverse input clutch hub and ensure that the slots are aligned with the lubrication holes in the splines of the forward/coast/direct clutch drum during the assembly process. Refer to Figure 2 for correct assembly. Here you also can find more car tools like Maxidiag jp701 and MB Star Compact C4 which are useful.

Premature Reverse Drum Bushing Failure 2 Premature Reverse Drum Bushing Failure

MAZDA/FORD GF4A-EL – Solenoid And Terminal i.d.

COMPLAINT: After overhaul, vehicles equipped with GF4A-EL may exhibit a pulsating sensation on forward application, wrong gear starts, downshift’s to 1st at higher speeds or no Reverse. You can find some more car tools like Fiat Scanner and Ford KM Tool to help you.

CAUSE: The cause may be that the wire harness conduit, or protective coating, was removed and solenoid harness connectors may now be attached to the wrong solenoid.

CORRECTION: Refer to Figure 1 for solenoid identification and location on the valve body, and the Mazda part numbers. Refer to Figure 2 for wire color, harness and solenoid connector color and terminal identification.
Solenoid And Terminal i.d.

Solenoid And Terminal i.d. 2

Solenoid And Terminal i.d. 3