engage - microsoft · the new sonnax cutback valve & sleeve assembly for the aw 450-43le beats...

� GEARSNovember/December2007

Man, does this happen a lot… especially on a Friday after-noon when the customer is

waiting to pick up his car. And after all is said and done, it usually comes down to something we simply overlooked.

So as we go down the list of prob-able causes, keep this in mind: All of these recommendations can and should be checked before or while rebuilding the unit. So with that said, let’s get to it.

There are a number of areas that can prevent TCC engagement:

1. Low Pressure2. Stuck Converter Regulator

Valve

3. Stuck Solenoid Regulator Valve

4. Stuck Bypass Clutch Control Valve

5. Stuck Pressure Failsafe Valve6. Poor Pump Performance7. Worn Pump Shaft or Damaged

Pump Shaft Seals8. Pump Shaft Internal Sleeve

Loose (Rattles)9. Turbine Shaft Seals Damaged

or Missing10. Incorrect Torque Converter

Clutch (TCC) Solenoid11. TCC Solenoid Stuck or

Electrically Inoperative12. Damaged Internal Wiring

Harness13. Incorrect Gear Ratio (Wrong

Sprockets)14. Damaged or Worn Stator

Support15. Worn Torque Converter Hub

Bushing16. Torque Converter Clutch Worn

or Damaged17. Worn Bypass Clutch Control

Valve Bore18. Worn TCC Regulator Valve

Bore

Maybe too many things to look at, but it helps to have the right idea before going in. Let’s review the diagnostics

AX4S/AX4NTCC Won’t Engage

by ATRA Technical Staff

GEARS November/December 2007 �

first. The first indi-

cation of this prob-lem usually shows up during the test drive before the rebuild; the TCC won’t apply. You may not feel it apply after the rebuild either. If you’re lucky a code will set: DTC P0741, P1744, or P1728 — these codes indicate no TCC apply or a slip-ping TCC.

Before you go any further, do yourself a favor: clear the codes. Then put the car on the rack, drive it in all ranges, and use your scan tool to check all of the TCC PIDs:1. TCC = Commanded Duty Cycle

for the TCC Solenoid2. TCCMACT = Actual slip across

the TCC, measured in RPM3. RPM = Actual engine speed4. TSS_SRC = Actual turbine shaft

speed5. TCCRAT = Speed/gear ratio of

torque converter/transaxle

If the TCCRAT (TCC Ratio) PID data is incorrect, meaning the RPM doesn’t match the TCCRAT ±25 RPM, the incorrect transaxle or drive and driv-en sprockets may have been installed. Which means you have a mechani-cal problem… PERIOD! If the code doesn’t come back and the TCCRAT is within specs, then you need to check the electrical and hydraulic aspects.

Check the easiest first: Did the TCC solenoid get the signal to engage the TCC? If not, check all of the inputs. Repair any problems that show up, or, if all of the inputs are okay, you’re probably going to have to replace the PCM.

If the PCM commands the TCC on but the TCC doesn’t engage, use your scan tool to check the PIDs for a major slip. If you see a slip, try to stall the engine, using your scan tool or by dis-connecting the transmission connector and applying the ranges directly: • Hold your foot on the brake and set

the parking brake.• Command the transmission into

third gear.• Command the TCC on.

If the transmission kills the engine, check the signal strength from the PCM and the solenoid operation. This may still be an internal problem, even though the TCC killed the engine: If you dis-connected the transmission harness, the EPC will be unplugged, so pressures will be well above normal and may overcome whatever was slipping.

If you have a TCC signal, but the TCC won’t apply, check the resis-tance at the TCC solenoid (figure 1). If you’re getting the wrong reading after

a rebuild, make sure you used the right TCC solenoid. The new TCC solenoid has a blue connector; the old solenoid is white. Never interchange these sole-noids: some calibrations have problems with the different solenoids that can cause TCC ratio error codes.

If the engine stumbles or doesn’t stall during the test, look for a valve body or sealing problem. Either way, it’s time to go into the unit.

Internal FailuresOnce the unit is out, pull the side

cover and check for wire damage or a faulty solenoid (figure 2).

AX4S/AX4NTCC Won’t Engage

Figure 2

Figure 1


Figure 3A

AX4S/AX4N TCC Won’t Engage

There are some common problems that show up in the valve body: Inspect the converter regulator valve, solenoid regulator valve, bypass clutch control valve

and pressure failsafe valve and their bores (figure 3a, 3b).

COrrection

Cause

COMPLAINT

The cast-aluminum sleeve breaks atthe retaining pin area due to sleeveporosity. Pieces of the broken sleevecan prevent proper valve function.

The billet aluminum sleeve provideshigher tensile strength and reducedporosity to resist breakage. Theredesigned retainer and end plug provide better holding capacity.

Cutback Valve & SleeveAssembly

94987-01K1 Sleeve1 Valve1 End Plug1 Coiled Spring Pin1 Spring

Cut back on stress

When the cast-aluminum cutback valve sleeve breaks at the retaining pinarea, the valve and sleeve move out of position, which can create engine stallswhen the vehicle is placed into gear. Breakage also allows the lockup controlvalve to move out of position, which can create multiple and/or intermittentconverter apply issues. Broken pieces of the sleeve can end up in the pan,and smaller pieces can clog filters or lodge in other moving components. TheSonnax billet aluminum cutback sleeve is made from material that has highertensile strength and reduced porosity to resist breakage. The redesigned retain-er and end plug provide better holding capacity and eliminate stress points thatlead to breakage. Improved valve and sleeve materials also prevent wear andprovide better sealing capacity through temperature changes. With all of theparts included with this kit, the repair procedure is a simple drop-in solution.

Engine stalls when put in gearSECONDARY COMPLAINT • Converter apply complaints • Broken sleeve creates debris

The new Sonnax Cutback Valve & Sleeve Assembly for the AW 450-43LEbeats the OEM with stronger materials to eliminate stress points

that lead to breakage.

Automatic Drive, P.O. Box 440Bellows Falls, VT 05101-0440 USA800-843-2600 • 802-463-9722 • F: 802-463-4059www.sonnax.com • [email protected]©2007 Sonnax Industries, Inc.

TIME TESTED • INDUSTRY TRUSTED TM

Visit www.sonnax.com for more informationabout all our products and tools, and to

locate a Sonnax Transmission Specialties®

distributor near you.

Pump

Valve Body

AW 450-43LE

Sleeve

Spring

Valve

EndPlug

Coiled Spring Pin

GRTSAD2_11-07.qxd 10/30/07 3:52 PM Page 1


Figure 3B


There are some common problems that show up in the valve body: Inspect the converter regulator valve, solenoid regulator valve, bypass clutch control

valve and pressure failsafe valve and their bores (figure 3a, 3b).

As a dedicated transmission professional Rick Basta, owner of Transmission Kings, knows the secret to a successful shop is dependable performance and satisfied customers. That’s why he rebuilds with TransTec®.

No surprises. Buy a TransTec® kit and you can bet the bank that all the parts required for the job are there and that they all fit. It’s no accident; our engineering department, product development and technical staffs, plus a proven QA system, combine to give you the assurance you can’t get anywhere else.

Manufactured to meet the strictest OE standards, TransTec® kits contribute to a faster rebuild with virtually no comebacks. And detailed technical inserts reinforce what the technicians learn at various seminars. These are just a few reasons why transmis-sion rebuilders request “the kit in the gold and black bag”.

TransTec® kits are produced by Freuden-berg-NOK™, the American partnership with more than $6 billion in resources. Yet it is the close, personal support that impresses transmission shops like Rick’s.

TransTec® makes it easy.

Rick Basta, Owner of Transmission Kings

Cleveland, OH

“MY GUYS ALWAYS REQUEST TRANSTEC®.”

ORIGINAL

The Aftermarket Business of Freudenberg-NOK

New TransTec ad 9326.indd 1 10/24/07 4:58:32 PM

10 GEARSNovember/December2007

Check for pump shaft wear or damaged seals. Always inspect the pump shaft ring area. Look inside the shaft and make sure it has an inner tube and plug (figure 4).

Poor pump performance can be caused by wear or by not replacing the Teflon wiper, rubber spring, and rubber O-ring (figure 5).


Figure 4

Figure 5

Don’t take a chance on anything but the OEM filter from Allomatic!

Allomatic is the exclusive North American distributor of this OEM replacement 5R110W bypass filter element. The Ford TorqShift’s filter system functions in a secondary circuit of bypass and micro filtration.

This filter is used on Ford F-Series Super Duty trucks including motor homes, Excursions and Econolines (for 2003 models or newer).

The OEM filter from Allomatic removes 99%

of contaminant particles of 2 micron and larger. In addition, it eliminates water and chemical contaminants, making it the best choice for heavy service vehicles.

Used in 1.9 million vehicles on the road today, the 5R110W bypass filter element provides cleaner transmission parts for improved performance and durability.** Filter element should be changed every 30,000 miles along with ATF fluid change.

609 E. Chaney Street • P.O. Box 267 • Sullivan, IN 47882 • Toll Free: 1-800-568-0330 • Fax: 516-775-5543 • www. allomatic.com

Part Number 5574








Part Number 5574








Part Number 5574








Part Number 5574



Figure 6A

The distance between the wiper groove in the slide and the wiper surface of the pump body changes depending on the position of the slide (figure 6a, 6b). Always replace the rubber spring and Teflon wiper during rebuild.

Figure 6B

GEARS November/December 2007 13

As the slide moves, the angle of the wiper surface changes. This causes the Teflon wiper to flex the rubber spring. Over time this becomes loose (figure 7a, 7b).

Figure 7A

Figure 7B


Inspect the torque converter hub bushing and the stator support for abnormal or excessive wear. If the stator support is worn or broken, check the torque converter splines in the bottom of the converter and the stator support splines. Both sets of splines should have equal number of teeth (figure 9).

Torque Converter Hub outside diameter: 1.991” (surface for the lip seal contact)Bushing inside diameter: 1.657” (surface for the stator support)Stator SupportShaft outside diameter: 1.652” (surface to TCC bushing contact)Bushing inside diameter: 1.079” (surface for the turbine shaft contact)Turbine Shaft Outside diameter: 1.076”-1.077” (surface for the stator support contact)

The turbine shaft seal is used to seal the apply side of the TCC. A worn, damaged or missing seal will cause a slip-ping TCC or no TCC apply (figure 10).

Keep in mind that, as a rebuilder, it’s always important to take your time looking at the critical areas of the rebuild. True time is money, but whether you make it or spend it is the key to a successful rebuild. Until next time, stay focused and build, build, build!


Figure 8A

Figure 8B

Figure 9

Figure 10

There are no factory specifications for pump clearances from Ford (fig-ure 8a, 8b).

Getting the transfer case kits you need shouldn’t be left to chance.

The Problem Solvers.

www.transmissionkits.com

14 Todd Court Extension, Yaphank, NY 11980 (631) 567-2000 • Fax (631) 567-2640 • Toll Free: 800-872-6649 Florida Office: 6790 Hillsdale Point, Boynton Beach, FL 33437(561) 734-2332 • Fax (561) 734-2375E-mail: [email protected] www.transmissionkits.com

Got questions or problems?Our website with completeordering information andcontinually updated videoseminars is an invaluable tool!

Time is money in auto repair. Waiting for any part to complete a jobcan really jam up both you and your customers. That’s why whenyou need a transfer case kit for an SUV, you have to cut right to thechase – Precision International.

Don’t waste your time contacting an auto dealer. Name any makeor model – foreign or domestic – Precision has the transfer case kityou need, usually in stock and ready for immediate delivery.

Even better, like our world-renowned transmission repair kits,our transfer case kits come complete with all the OE-specified,quality-tested parts required to finish your job on time and budget.

There’s no guesswork. No need to try to describe what you needor fax catalog pages back and forth. One call. One source. One greatsolution. Precision knows exactly what you want – a job well donewith maximum profit and minimum hassles.

Any make or model – foreign or domestic – Precision International has the transfer case kit you need.

1607PRE-050 Gears Magazine Nov/Dec ‘07 L: 7.375 x 10.125 T: 8.125 x 10.875 B: 8.375 x 11.125 4C

1607PRE-8.125x10.875-050 10/23/07 3:57 PM Page 1

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