1 TCRA May 19, 2007

Torque Converter Rebuilders Association

Compiled/Presented by: Bob Warnke

2 TCRA May 19, 2007

A Review of Diagnostic Requirements for

‘02 and Latter Vehicles

• Scanner with Controller Area Network (CAN) compatibility • Extended movie recording time, with multiple P.I.D.’s or circuits • Reflash capability, to reload latest OE updates from the network • Web access, to search for bulletins, field fixes, & vehicle updates (Reflash) • Tech service information: OE aftermarket, ATRA, ATSG, Mitchell, All-data,

TRNI, Trans Doc., TCRA, Sonnax

Steps for Diagnostic Procedures

1. Scan for Codes 2. During this scan, check:

• Battery voltage • Barometric reading for mass air flow accuracy • Oxygen sensor feedback, for fuel delivery problems • All engine, transmission and wheel speed sensor output • TPS feedback • Gear selection indicators-range switches

3. Under Hood: • Battery & grounds • ECU ground voltage drop • ECU alternator or AC interference check

4. Cooler flow • Deflection in flow during TCC command • Pump volume is sufficient when hot at Idle/Reverse • Valve body wear

5. If the problems “Trend” with one application, shop or vehicle type, “Ask what has changed”?

• The process? • Filters-cooler line or in-pan? • Flushing practices • Type of coolers installed • New R.R. personnel • New ATF supplier • New battery or KAM procedures, lack of reset on Adapts.

3 TCRA May 19, 2007

Input signals ETC direct input signals are: • Selector lever position • Kickdown switch • Mode selector signal (S/W) • ATF temperature • Starter lock-out contact • N2 speed sensor • N3 speed sensor

Output signals ETC direct output signals are: • 1-2/4-5 shift solenoid valve • 2-3 shift solenoid valve • 3-4 shift solenoid valve • PWM solenoid valve (torque con-

verter lock-up) • Modulating pressure regulating sole-

noid valve • Shift pressure regulating solenoid

valve • R/P lock solenoid • Starter lock-out

ETC CAN input signals are: • Accelerator pedal position • Left and right rear wheel (VSS) speed • Engine rpm • Engine load • Transmission overload protection recognition • Engine coolant temperature • Demand of active downshifting at

cruise control operation • Demand of active downshifting at

cruise control operation • Demand for 2nd gear startup • Demand for maintaining gear • Demand for shift pattern change

(catalytic converter warm-up) • Demand to open torque converter

lock-up clutch

ETC CAN output signals are: • Conversion (internal torque calcula-

tion) • Engaged gear • Torque converter lock-up clutch

status • Transmission overload protection re-

quirement • Kickdown • Limp-home mode

722.6 CAN

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5 TCRA May 19, 2007

722.6

Application: • Mercedes 5 spd. R.W.D. ‘96 on • Dodge Charger & Magnum ‘05-’07; Crossfire ‘04; 300 series ‘05 • Freightliner, Van & Sprinter Complaint: • Engine stall hot • TCC slippage or chuggle on coast down • TCC lining distress Cause: • Converter cover, Turbine shaft sleeve and seal wear (Fig. 1) • Incorrect application on damper springs • Friction material & ATF in compatibility • TCC control valve bore wear in valve body (Fig. 2) • TCC solenoid or O-ring on solenoid bad

Fig. 1

Fig. 2

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7 TCRA May 19, 2007

097, O1M, O1P

Application: • VW • Audi • 4 speed ‘95– current Complaint: • Converter mechanical failure; damper; TCC piston and/or turbine hub thrust

washer distress • Repeated TCC slippage • Converter & Transmission overheat • Coast down engine stall, hot Cause: • Excessive converter pressure • Incorrect fluid • Transmission cooler ruptured, allowing anti-freeze mix with ATF • Warped, worn pump • Converter fluid overheat, lack of cooling capacity and valve body wear.

Fig 1

Fig 2

8 TCRA May 19, 2007

4L30E

Application: • BMW-Z3, 528i ‘90-’00 • Honda Passport ‘94-’02 • Isuzu ‘99-’02 • Cadillac Catera ‘98-’01 Complaint: • Code 1870; 730; 742 • Excess TCC Slippage • TCC cycle and/or RPM surge Cause: • AFL valve bore wear

• AFL valve is required to raise line pressure. As the bore wears, line rise is less. Line is converter apply pressure once in lockup.

• TCC regulator sleeve wear (in the pump)

Sonnax 54754-02

2000 on up.

OE

9 TCRA May 19, 2007

5R55N/W/S

Application: • Lincoln LS ‘00 to ‘06 • Jaguar S type ‘00 to ‘07 • Ford Explorer, Ranger, Mustang, T Bird ‘02 to ‘07 Complaint: • Noise from transmission (often perceived as converter or flywheel &/or hydrau-

lic buzz. • Delayed engagement until RPM’s increased. • Fluid blowing out transmission vent Cause: • Pump line control valve, worn or leaking • Valve body excessive wear • Improper oil level To diagnose a worn, stuck or leaking line control valve perform the following: Insure the fluid level is correct! Converter oil temperature must reach 125 de-grees before the flow control valve in the valve (fig. 1) body opens, to allow flow to the cooler. Once this valve opens, converter oil volume drops quickly and lack of fluid charge can create a converter overheat and/or high stall condition.

Fig. 1

Back pressure valve

TCC control (oil flow of apply & release)

Cooler flow control

Thermal element

10 TCRA May 19, 2007

• The line control valve (in the pump Fig 3) is forced closed for higher pump out-put, by increasing line pressure. So to force the valve shut or “shock it” shut, go to reverse maximum stall or elevating line pressure with a controller.

• If the line control valve is removed from the pump, the assembly can be air checked. No leakage around the stamped base or from the “Windows” when air is supplied to the base orifice. Push the line control plunger down slowly. No catch should be felt.

• If the pump is assembled, the line control feed can be tested through the pump plate. (Fig 2) Air supplied at the small hole should not leak any place. If there is a “pop” noise during air, the valve was stuck open.

• Flow and volume can be tested with the Sonnaflow as well. If flow is low after

the unit has reached operating temperature, suspect the line control valve and pump condition. Also inspect the thermal element in the valve body and pres-sure regulator bore.

• Valve bodies are known to wear to the point that excess exhaust into the sump, foams fluid. This foam raises the level, eventually venting out the tubes.

Fig. 2

Fig. 3

(F11) ©2003 Sonnax® 800/843-2600 • 802/463-9722 • fax: 802/463-4059 • www.sonnax.com • info@sonnax.com

5R55N 2003 LINCOLN LS 3.9L(5R55W Similar)

IDLE WARM UPFLOW VALVE

OPENS

ACCELERATIOND-3

D-4 -D-5TCC APPLY

DRIVE 5600F

NORMAL IDLED-4 0VER

1250F

TCC OFFLIFT

THROTTLE

0.1

®

58

Condition: Normal operation.

Notes: Internal thermal bypass will not open until approximately 125 degrees F. Once open, flow to cooler results.5R55N units have 1/2" O.D. cooler lines. Transmission lower cooler line is the return line and most accessible at the radiator.

12 TCRA May 19, 2007

5R55W/S

Application: • Ford Explorer, Lincoln LS, Ranger Complaint: • Code 741 • TCC Slippage Cause: • Excess wear at the TCC modulator & control valve bore • Increased/modified converter apply pressure causing OE piston deflection • Poor line rise due to defective valve body, bad solenoid manifold or mismatched

solenoid manifold gaskets. Wear at the following locations, (colored in dark) reduces TCC apply pressure.

TCC Modulator

TCC control

TCC backpressure

13 TCRA May 19, 2007

5R55W/S Isolate a worn TCC valve circuit

A test plate can be made from old 5R55W solenoid base plate.

TCC solenoid circuit.

TCC circuit test: No leakage should be visible. Two TCC valves should move.

Note: 5R55W/S solenoids are not the same as the 5R55N.

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5R55W/S/N

Application: • All Complaint: • Noise, perceived as exhaust or from the bell housing area. Noticed at low RPM

in Park or Neutral. Less noticeable in Drive or Reverse. • Pump and valve body issues already tested ok and noise persists Cause: • Converter piston to cover rattle. (Fig 1) • Flex plate alignment (tool required) • Speed sensor contact. (Remove or place your listening device onto them) To Diagnose: • Insure the noise is not a hydraulic related

problem. Perform the pump line control tests first.

• If the noise is not hydraulic, locate the best access to the solenoid wiring for the TCC PWM circuit. These can be found at either the PCM or the wir-ing harness junctions. Pin 14 at the trans connec-tor is the TCC ground. Power for all solenoids is supplied at pin 3.

If you verify power at pin 3 and then supply a ground to pin 14 the converter will be hydraulically applied. Once the TCC/PWM solenoid is energized, the rattle should be eliminated, if it is a converter piston problem. You can overheat the TCC solenoid if excessive amperage is supplied. Suggest use of 100 ohm resister in series with your ground to protect the circuit. Always clear codes and reset the keep alive memory (KAM).

Fig 1

1

6

16

11 3

14

Trans Cover

Trans connector PCM connector

Out Ford Harness #4L2Z-7C078-DA Fits 5R55W ‘05 Explorer 4.0

15 TCRA May 19, 2007

4R/5R55E

Application: • All 4R/5R units Complaint: • Code 741; TCC slip RPM is excessive; TCC cycling on-off Cause: • Wrong TCC solenoid for application (fig 1, bore 10). The ‘97 solenoid #77Z-7G136-AA, has an inductive signature. Installing an early non-inductive onto a ‘97 ECU can create a TCC cycle during apply. • Leaking/worn pump stator sealing ring. • Incorrect spring rate on TCC regulator valve. Most of the 2-3 applications used

a single spring, resulting in lower apply pressure. (fig. 1) Picture has the 4.0 double spring desirable to raise apply pressure to a maximum of 125 psi.

Fig. 1

Bore wear 4.0

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4R/5R55E • Thermal element not functioning (staying in the cool, internal oil flow position).

Inner valve may stick, partial stroke and affects converter oil flow. (fig 2)

• Excessive bore wear at converter regulator valve (fig 1, pg 14) bore 9 outer

valve.

Fig. 2

Thermal element

Cool-Hot, position

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4R44/4R55E/5R55E

Complaint: • TCC slip, code 741

Condition: • Occurs after rebuild, with new OE valve body or rebuilt converter. On scanner

TCCMACT slip, exceeds 100 RPM under load at 45-60 mph in 4th gear. Diagnostics: • Verify problem is not electronic

MAF sensor ground voltage drop test does not exceed .07 volts. MAF sensor output voltage goes to at least 3.9 volts at WOT and scanner identifies full load as 80%. Inspect for dirty air filter fuel or exhaust restriction. Verify TPS voltage output is not erratic. IF RPM sensors are suspected, tap into crank, trans. turbine and output sensor. Verify they are clean and steady. Snap–On Vantage set up with Schaffer Long Arms allows you check the above on one road test.

• Verify Hydraulic control Line pressure must not drop below 55 psi. at an idle in OD when hot. Place the selector in neutral, if psi. at idle is 35-45 and raises to 60 + at 1200 RPM the pump output is low. Low output does not entirely create the TCC slip code, but can cause TCC crowd at idle, converter lining glaze and delayed engagement. The OE pump with the new gear profile is approxi-mately $55.00, Part# YL2Z7A 103AA

Good pressure rise results in a mid-throttle 1-2 shift, near 115 psi. “ “ WOT reverse over 235 psi. “ “ WOT drive ranges over 200 psi. Good pressure will have a steady OD psi. of 50-55 idle hot.

• TCC slip Often related to converters with excess oil flow past the TCC lining, the tur-bine hub o-ring or the stator Teflon seal undersized. (Use updated Torlon/plastic stator seal Part# F77Z-7L323-AA) This 741 code can occur with new or updated parts!

Correction: • Eliminate residual release, and increase apply psi. Most of the attached procedures are completed with the valve body installed. If the problem exists after road test, do the spring changes in the vehicle. If the problem continues, follow-up with the separator plate modifications at-tached. IF valve body is at the bench…do all the procedures during rebuild. The orifice changes at the front of the plate increase exhaust/release oil flow.

Bob Warnke, Sonnax Tech. Center ‘02

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4R/5R55E

Note: It is frequently suggested to open the feed hole. Line to lube, in the sepa-rator plate. (fig 4) Although opening up this hole, will improve converter feed during start up and hot idle or in reverse, it does not improve TCC apply. Once TCC application is commanded, apply pressure is regulated line pressure and not converter charge.

Fig 4

OE is .052” or .062”

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4R/5R55E Procedure (continued)

11 ATRA Expo 2006

4R/5R55E EPC Circuit Testing

Complaint: Continued TCC slippage, In combination with 1-2 flare (4R44E), 2-3 flare (4R or 5R) or 3-4 flare ( 5R). Cause: Once the vehicle goes into lock-up, line pressure is the clamping force on the TCC piston. If line psi. cannot rise with engine load the TCC slippage increases. The flare shift and some harsh down-shifts, can be caused by a loss of line pres-sure control. The EPC circuit is responsible for controlling the line pressure. It wears, and the leaks or valve sticking cause these concerns. Inspection: These air checks indicate EPC circuit leakage. An old EPC solenoid can be modi-fied to make an EPC circuit test tool. ( ILL. #1) Remove the coil, the valve and close the end circuit with either Epoxy or some plug. Insert this tool into the EPC solenoid bore and supply 40 - 60 psi. looking for any leakage points. ( ILL.# 2) A new valve body or quality rebuilt will have no or minimal leakage even at full line pressure. Correction: Rebuild the valve body, addressing the EPC bores or replace it.

ILL. 1

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5R55E

Valve body concerns in the 5R55E’s and 4R44E’s are very difficult to identify once removed from the unit. Poor line rise is the most common concern, which results in delayed forward/no reverse, slip 1-2, no 2nd or no 2-3. Another concern occurs after forced downshifts. Then, line pressure and EPC may remain high and cause harsh engagements or shifting. Figure 3 illustrates how to make a tool from a 4R44E EPC solenoid. You can do this same test using a 4L60E or 4L80E force motor to isolate GM torque signal cir-cuits. On the 5R55E shown in Figure 4, the regulated air psi is fed into the tool after re-moving the EPC force motor. I suggest you gain experience on a valve body that works well, then on a problematic one. Any oil loss indicated in (figure 4) is loss of EPC booster oil. As with any tool, the more you use it, the more useful it becomes. You’ll wonder how many problems you overlooked before you made these. They will undoubt-edly be placed in your special tools drawer.

5R55E EPC Isolation Tool

Must Plug This End

EPC Out

Air Supply

22 TCRA May 19, 2007

5R110 Torqshift

Application: • Ford super duty trucks, 250-550 series w/diesel, Excursion Complaint: • TCC slippage • Code PO 1744 • Delayed engagement • Converter crowd/chuggle at Idle or Coast • No lock-up Cause: • Contamination at TCC solenoid or its feed orifice in the valve body.

• The thermal valve in pump may be stuck or not opening. It should be fully open after 125 degrees f.

Fig 2

Fig 1

By pass valve

Thermal

23 TCRA May 19, 2007

5R110 Torqshift con’t.

• Worn TCC modulator sleeve or retainer in wrong location. Cause: • Pictured is an early 03-04 pump casting. It is suggested all pumps be updated

to the ‘05. Circuitry has been changed and does not look like this picture. The ‘05 will have improved pressure, flow and TCC apply.

12 ATRA Expo 2006

W.A.T. Circuit

*Example: 5L40E *Complaint: • TCC slip • Codes for gear ratio errors • Low pressure • Soft shift • Slip reverse

To circuit test both the AFL Bore and the TCC Regulator Bore, (both are fed via line pressure) run air psi into line tap. Plug filter inlet holes at seal. No/minimal leaks should be visible at arrows above. If the unit is on the bench: The TCC regulator can be W.A.T. for leakage at bore independent of the AFL valve. Run air into the end of the turbine shaft.

AFL valve

TCC regulator Leakage points

13 ATRA Expo 2006

Common wear areas at

5L40E Pump

14 ATRA Expo 2006

5L40E Front Control Body

15 ATRA Expo 2006

5L40E Rear Control Body

Filter parti-cles come off TCC solenoid and stick this valve