THM 4L60-E – New Design 1-2 Accumulator Piston

CHANGE: Beginning on May 11, 1998 (Julian Date 131) all THM 4L60-E transmissions were built with a new design plastic 1-2 Accumulator Piston, and an ovate (oval) wire outer accumulator spring, to replace the previous design aluminum piston and round wire outer accumulator spring, as shown in Figure 1. Like to find obd code scanners for help?

REASON: More cost effective than the aluminum piston.

PARTS AFFECTED:
(1)1-2 ACCUMULATOR PISTON – Now manufactured out of plastic instead of the previous aluminum, which necessitated a dimensional change, as the plastic piston is thicker as shown in Figure 1.
(2)1-2 ACCUMULATOR OUTER SPRING – Now manufactured out of an ovate (oval) wire instead of the previous design round wire, to eliminate coil bind as shown in Figure 1.

INTERCHANGEABILITY:
The different 1-2 Accumulator Pistons and Outer Springs are not interchangeable. When replacing these parts you must remove the 1-2 Accumulator Assembly and inspect for the presence of either the aluminum or plastic 1-2 accumulator piston.
The plastic piston must use the ovate wire outer spring, and the aluminum piston must use the round wire outer spring to ensure against coil bind and spring breakage.
Refer to “Service Information” below for the proper service package part numbers if replacement is necessary.

SERVICE INFORMATION:
1-2 Accum. Piston Service Package, 4L60, (1982-1993 Aluminum) …………………….. 24204495
1-2 Accum. Piston Service Package, 4L60-E, (1994-1997 Aluminum)………………….. 24204496
1-2 Accum. Piston Service Package, 4L60-E, (1998-1999 Plastic) ……………………….. 24214343
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New Design 1-2 Accumulator Piston

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.

No Reverse

FORD 5R55E – Binds In Reverse And 3rd And/Or Wrong Gear Starts

COMPLAINT: Vehicles equipped with the 5R55E transmission may exhibit a bind-up in reverse and third gear, and/or wrong gear starts.

CAUSE: One cause may be the inner race for the center support caged needle bearing has developed a crack allowing the forward and direct clutches to be applied at the same time as shown in Figure 1.

CORRECTION: Air pressure check the forward and direct clutches thru the center support, as shown in Figure 3, and ensure air does not mix between the two separate circuits. Have Professional Diagnostic Tools for more? If the air check does not pass, inspect the inner race for a crack, as shown in Figures 1 and 2. If a crack is found replace the center support.

NOTE: REMOVING THE CAGED NEEDLE BEARING WILL DESTROY THE CENTER SUPPORT!

SERVICE INFORMATION:
Center Support With Bearing ………………………………………………………XW4Z-7A130-DA

Binds In Reverse And 3rd And Or Wrong Gear Starts 3 Binds In Reverse And 3rd And Or Wrong Gear Starts 1 Binds In Reverse And 3rd And Or Wrong Gear Starts 2

FORD 5R55N – CHECKING FLUID LEVEL

Checking the fluid level on any vehicle equipped with Ford Motor Companys new 5R55N transmission may become confusing to some technicians. There is a plug in the extension housing, as shown in Figure 1, that would lead one to believe that this is where you check the fluid level, since some of the other manufacturers are currently checking fluid level in this manner, and it refers to the correct temperature to check the fluid right on the extension housing.

However, this is a “Fill” plug only on the new 5R55N transmission from Ford Motor Company, which is currently found in the 2000 Lincoln LS and some Jaguars. To “Check” for the correct fluid level, you must remove the check plug, which is located in the center of the bottom pan drain plug, and is removed with an allen wrench, as shown in Figure 1, while holding the drain plug with the proper size wrench so as not to loosen the drain plug.

We have provided you with a cut-away drawing of the bottom oil pan and the drain plug so that you will understand how this system works. Notice that the drain plug actually has a “stem” made on it that extends some distance up into the bottom pan, which is our way to establish the proper fluid level in the transmission. By removing the “Check” plug from the “Drain” plug, the fluid should just trickle over the stem and out through the center of the drain plug, as shown in Figure 1. The “Fill” plug in the extension housing is your only way to replace fluid in the transmission.

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FORD 5R55N - CHECKING FLUID LEVEL 2 FORD 5R55N - CHECKING FLUID LEVEL 1

MAZDA/PROBE GF4A-EL – TROUBLE CODES 6, 25 AND 55

COMPLAINT: 1993 only vehicles  with a 2.0L engine and a GF4A-EL transaxle may produce a code 6 for the VSS (Vehicle Speed Sensor), a code 25 for the FPCS (Fuel Pressure Control Solenoid) and a 55 for the PSG (Pulse Signal Generator) all at the same time placing the unit in failsafe.

CAUSE: It has been ATSG’s experience that when these three codes have been stored together, the replacement of the Powertrain Control Module has corrected this complaint. More obd2 scanner ? It must be noted that each circuit has been checked and verified for proper operation before taking the action of computer replacement.

CORRECTION: The PCM can be located below the front center of the console (See Figure 1). From here all three circuits can be verified for proper operation before changing the computer. If the following voltage checks are observed, change the PCM. Refer to Figure 2 for connector terminal identification.

Code 6 VSS – An approximate  5 DC volt pulse should be seen on the green wire with a red tracer going to terminal 1M as the wheels rotate slowly. An averages of 2.5 volts will be observed during driving conditions.

Code 25 FPCS – Unplug connector 3. With the key on and engine of, system voltage should be observed on the green wire going to terminal 3M.

Code 55 PSG – Plug connector three back into the PCM. Set meter to AC volts and probe the white wire at terminal 3F with the positive meter lead. Probe the red wire at terminal 3H with the negative lead. AC volts should be observed as soon as the vehicle is started and should increase proportionally with turbine shaft rotation. Get more form Launch cnc 602a and AD900 Key Programmer , such car tools are useful.

TROUBLE CODES 6, 25 AND 55 2 TROUBLE CODES 6, 25 AND 55 1

THM 200-4R NEW FILTER

Vehicle Applications:
1987 Cutlass Supreme
1987-88 Custom Cruiser Wagon
1988 Cutlass Supreme Classic

Bulletin Covers:
New transmission fluid filter and seal.
Date of Production Change: (Figures 1,2, and 3)

Refer to Figure 2 to identify previous design filter and seal. Refer to Figure 3 to identify new design filter and seal.

June 15, 1987, (Julian Date 166) new filter and previous seal in production for some 200-4R units.

August 28, 1987, (Julian Date 240) new filter and new seal in production for all 200-4R units.

Service Parts Information:
The new design filter and seal are released to service all 1988 THM 200-4R transmissions:
package number 8639958 (includes filter, seal and pan gasket).
When stock of the previous design filter and seal is depleted, the new design filter and seal will be made available to service 1987 and all prior year 200-4R models.

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