"2007” SEMINAR INFORMATION

INDEX
Imports
Imports (Slides)
F4A40/42/51.......................................................................................................................... 5
R4A51.................................................................................................................................... 23
A4BF1.................................................................................................................................... 26
Toyota 540 E/H....................................................................................................................... 28
Toyota U Series....................................................................................................................... 31
Toyota 340 Series................................................................................................................... 34
4L30-E................................................................................................................................... 51
Subaru 4EAT Phase 2.............................................................................................................. 59
Mercedes 722.6...................................................................................................................... 82
ZF 5HP 24............................................................................................................................... 88

ADVERTISERS
Borg-Warner................................................... IFC European Exchange........................................ 48 & 49

Lubegard........................................................ 2 Superflow Technology Group.......................... 52

Rostra............................................................. 4 HFT - Hard Parts for Transmissions................. 72

AXIOM.......................................................... 17 Lory's Transmission Parts................................ 93

Sonnax............................................................ 18 AVI................................................................. 95

Transtec.......................................................... 20 Raybestos........................................................ 96

Wesco Transmission Parts.............................. 21 TTXE.............................................................. IBC

Jaggi Imports.................................................. 36 Techpak/Fitzall............................................... BC

Transmission Digest....................................... 45

AUTOMATIC TRANSMISSION SERVICE GROUP

18639 SW 107th AVENUE
Miami, Florida 33157
WWW.ATSG.BIZ (305) 670-4161 WWW.ATSG.COM
 "Tech is Rev'n in 2007”
Seminar Information
Introduction
Thank you for attending ATSG’s “Top Tech Tricks for 2006” technical training seminar. We
strive to provide a quality seminar designed to help professionals like your self to stay on top of
the trade with information that can be used to fix problems and repair transmissions for years to
come. These seminars are presented across the US and Canada with a wide spectrum of
technicians attending them so we encourage any suggestions that you may have. It is our interest
to see the transmission industry prosper and that begins with getting the right price for a job done
once. Getting the right price but doing the job 3 or 4 times hurts both the employee and the
employer. Without question, training and information make for great companions in
transmission repair. You can submit your suggestions by either e-mail or snail-mail. To send by
e-mail, please use [email protected] or [email protected]. By snail-mail please use the
address located at the bottom of the page. Thank you.

No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or
by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise,
without written permission of Automatic Transmission Service Group. This includes all text illustrations,
tables and charts.

The information and part numbers contained in this booklet have

been carefully compiled from industry sources known for their
reliability, but ATSG does not guarantee its accuracy.

Copyright © ATSG 2007

PETER LUBAN WAYNE COLONNA DALE ENGLAND

TECHNICAL CONSULTANT TECHNICAL CONSULTANT TECHNICAL CONSULTANT
GERALD CAMPBELL JIM DIAL
TECHNICAL CONSULTANT TECHNICAL CONSULTANT

MIKE SOUZA ED KRUSE

TECHNICAL CONSULTANT TECHNICAL CONSULTANT
ROLAND ALVAREZ GREGORY LIPNICK
TECHNICAL CONSULTANT TECHNICAL CONSULTANT
JON GLATSTEIN DAVID CHALKER
TECHNICAL CONSULTANT TECHNICAL CONSULTANT
RICHARD GRAHAM JERRY GOTT
TECHNICAL CONSULTANT TECHNICAL CONSULTANT

AUTOMATIC TRANSMISSION SERVICE GROUP

18639 SW 107th AVENUE
MIAMI, FLORIDA 33157
(305) 670-4161
 2

Lubegard
 4

Rostra
 “2007” SEMINAR INFORMATION 5
SLIDE

MITSUBISHI
F4A40/50 SERIES
NEW PLASTIC BODY SOLENOID

CHANGE: In the 2000 model year, some Mitsubishi F4A40/50 series transaxles were equipped with newly
designed Plastic Body Solenoids.

REASON: The reason for the change was for calibration issues. The flow rate of the plastic body solenoid is
1.8 liters per minute. The Previous design Metal Body solenoids, which are still in use on other
models, flow at 2.5 liters per minute.

PARTS AFFECTED:
The solenoids are the only change and are model dependant. Refer to Figure 1 for the identification
of the new solenoid. The part number is etched in the end of the solenoid casing. See Figure 2 for
the Solenoid locations on the valve body of the F4A series front wheel drive models.

INTERCHANGE:

The two different solenoids are not interchangeable because of the flow rate, although they will fit
in all of the valve body bores. Refer to the chart in Figure 3 for model applications of both versions
of the Solenoid.

Special thanks to SOLENOID IDENTIFICATION

Bob Nutall

METAL BODY PLASTIC BODY

MD758981 MR486941

MD758981 MR486941

6604

Copyright © 2007 ATSG

Figure 1

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 6
SLIDE

SOLENOID IDENTIFICATION AND LOCATIONS

F4A40/50 SERIES

MAIN VALVE BODY

AND SPACER PLATE

H
.375" DIAMETER
CHECKBALLS 3
(2 REQUIRED)

5
73

7 4

SOLENOID
VALVE BODY
SPACER PLATE
G

1. OVERDRIVE CLUTCH SOLENOID 6

2. LOW/REVERSE CLUTCH SOLENOID
3. UNDERDRIVE CLUTCH SOLENOID
4. SECOND CLUTCH SOLENOID
5. TCC CONTROL SOLENOID
6. OUTER VALVE BODY COVER
7. OUTER VALVE BODY ASSEMBLY

Copyright © 2007 ATSG

Figure 2

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 7
SLIDE

METAL BODY SOLENOID VEHICLE APPLICATIONS

MD758981

MD758981

6604

Diamante 1997 to 2004 3.8L F4A51

Eclipse 2000 and UP 2.4L, 3.0L & 3.8L F4A42, F4A51 & F5A5A
Endeavor 2004 and UP 3.8L F4A5A & W4A5A

Galant 1999 and UP 2.4L ,3.0L & 3.8L F4A4B & F4A5A

Mirage 1997 to 1999 1.5L & 1.8L F4A41 & F4A42

Montero 2001 to 2006 3.5L & 3.8L V4A51 & V5A51

Montero Sport 1999 to 2004 3.0L & 3.5L R4A51 & V4A51

PLASTIC BODY SOLENOID VEHICLE APPLICATIONS

MR486941

MR486941

Mirage 2000 to 2002 2.0L F4A4B

Lancer 2002 and UP 2.0L & 2.4L F4A4B

Lancer Sportback 2004 2.4L F4A4B

Outlander 2003 to 2006 2.4L F4A4B & W4A4B

Copyright © 2007 ATSG

Figure 3
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 8
SLIDE

MISTUBISHI/HYUNDAI
F4A40/50 SERIES
NEUTRALIZING AT 6MPH OR ON 2-1 DOWNSHIFT

COMPLAINT: Before or after overhaul, Mitsubishi and or Hyundai vehicles equipped with the F4A-40/50
or F4A-40/50 series transaxles, may exhibit a neutral while taking off from a stop at 6 mph
while in 1st gear or while the vehicle is coming to a stop and making a 2-1 downshift. When
the shifter is moved to Manual Low, 1st gear will re-engage.

CAUSE: The cause may be a bad Low Sprag. Figure 1 shows the computer strategy of the Low
Reverse Clutch application thru the Low Reverse Solenoid. The chart shows the Low
Reverse Clutch is turned OFF at 6 mph. It is the responsibility of the Low Sprag to hold from
6 mph up until the 1-2 upshift occurs. The Low Sprag also has to come back on during the 2-1
downshift. If the sprag does not hold it will cause the neutralizing effect. Notice that when the
selector is in Manual Low, the Low Reverse Clutch stays ON while in 1st gear.

CORRECTION: Replace the Low Sprag as shown in Figure 2 and ensure the inner and outer races are good.
Refer to Figure 2 to ensure the sprag is assembled correctly in the Output Internal Ring Gear,
and verify that the carrier freewheels in the correct direction as shown in Figure 3.

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 9
SLIDE
MITSUBISHI F4A41, F4A42, F4A51 COMPONENT AND SOLENOID APPLICATION CHART

Reverse 2nd Low/Reverse Underdrive

Clutch Clutch Clutch Clutch
Low Sprag
Overdrive (Some Models Only)
Clutch

INTERNAL COMPONENT AND SOLENOID APPLICATION CHART

Gear Reverse Underdrive 2nd Overdrive Low/Rev Low U.D. 2nd O.D. L/R
Range Clutch Clutch Clutch Clutch Clutch Sprag Sol Sol Sol Sol
Park ON ON ON ON OFF
Reverse ON ON ON ON ON OFF
Neutral ON ON ON ON
Dr-1st ON ON* HOLD OFF ON ON OFF to ON *
Dr-2nd ON ON OFF OFF ON ON
Dr-3rd ON ON OFF ON OFF ON
Dr-4th ON ON ON OFF OFF ON
M-3rd ON ON OFF ON OFF ON
M-2nd ON ON OFF OFF ON ON
M-1st ON ON OFF ON ON OFF
* Low/Reverse clutch is applied below 6 mph then RELEASED, on units equipped with low sprag .
This is controlled by the turning the Low Reverse Solenoid from OFF to ON.

Copyright © 2007 ATSG

Figure 1

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 10
SLIDE
LOW SPRAG LOCATION LOW SPRAG FREEWHEEL
AND INSTALLATION OPERATION

18

16
PLANETARY SHOULD
FREEWHEEL COUNTER-CLOCKWISE
17 AND LOCK CLOCKWISE

16

Arrows face
down

15 F REEWH EEL

15 OUTPUT INTERNAL RING GEAR.

16 LOW SPRAG END BEARINGS (2 REQUIRED).
17 LOW SPRAG ASSEMBLY.

Copyright © 2007 ATSG Copyright © 2007 ATSG

Figure 2 Figure 3

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 11
SLIDE

MISTUBISHI/HYUNDAI
F4A40/50 SERIES
SHUDDER OR SLIP IN REVERSE

COMPLAINT: Before or after overhaul, Mitsubishi and or Hyundai vehicles equipped with the
F4A40/50 or F4A40/50 series transaxles, may exhibit a shudder or slip while backing up

CAUSE: The cause may be, that the Overdrive / Reverse Clutch Drum is cracked around the weld
on the back of the drum as shown in Figure 1. CAUTION: This crack is easy to miss!

CORRECTION: Replace the Overdrive / Reverse Clutch Drum and renew the piston seals as shown in
Figure 2.

Special thanks to OVERDRIVE / REVERSE CLUTCH DRUM

Billy Johnson

LOOK FOR THE

CRACK IN THIS AREA

Copyright © 2007 ATSG

Figure 1
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 12
SLIDE
REVERSE/OVERDRIVE CLUTCH HOUSING EXPLODED VIEW
3 7
1
2 5 6 9

B
W

4 8

16
14 15 17
11 12
13

10
F5A51

1 REVERSE CLUTCH BACKING PLATE SNAP RING (SELECTIVE).

20
2 REVERSE CLUTCH BACKING PLATE (.160" THICK).
3 REVERSE CLUTCH FRICTION PLATES.
4 REVERSE CLUTCH STEEL PLATES (.073" THICK).
19 5 OVERDRIVE CLUTCH BACKING PLATE SNAP RING (SELECTIVE).
18
6 OVERDRIVE CLUTCH BACKING PLATE (.240" THICK).
7 OVERDRIVE CLUTCH FRICTION PLATES.
8 OVERDRIVE CLUTCH STEEL PLATES (.099" THICK).
9 OVERDRIVE CLUTCH APPLY PLATE (.160" THICK).
10 OVERDRIVE BALANCE PISTON RETAINING SNAP RING.
11 OVERDRIVE CLUTCH BALANCE PISTON.
12 OVERDRIVE CLUTCH BALANCE PISTON "D" RING SEAL.
13 OVERDRIVE CLUTCH APPLY PISTON RETURN SPRING.
14 OVERDRIVE CLUTCH APPLY PISTON.
15 OVERDRIVE CLUTCH APPLY PISTON "D" RING SEAL.
16 REVERSE CLUTCH APPLY PISTON.
17 REVERSE CLUTCH APPLY PISTON "D" RING SEAL.
18 OVERDRIVE CLUTCH PISTON INNER "D" RING SEAL.
19 REVERSE CLUTCH APPLY PISTON INNER "D" RING SEAL.
20 REVERSE CLUTCH RETAINER ASSEMBLY.
Copyright © 2007 ATSG
Figure 2
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 13
SLIDE
MITSUBISHI/HYUNDAI
TRANSMISSION RELAY CODE
P1723 OR MITSUBISHI CODE 54

COMPLAINT: Some Mitsubishi and Hyundai vehicles, equipped with the F4A40/50 series transaxle, may
arrive at your shop with a Transmission Control Relay code P1723, or a Mitsubishi code
54, or in limp mode, which is 3rd gear starts, with no codes.

CAUSE: The cause may be that the Trans Control Relay may be damaged from water dripping
down onto it from a leaking heater core located just above the relay on the center fire wall.
See Figure 1. The Trans Control Module, Engine Control Module and Trans Control Relay
are located on the floor behind the center console. When the relay develops condensation
inside of it, it can not close and connect the 12 volts needed to power up the solenoids in the
transmission .
CHECK- Mitsubishi models - Refer to Figure 2 and back probe into terminals 9 and 10 of
the case connector , and see if there is battery voltage when the ignition is switched on. If
there is no voltage, refer to partial wire schematic in Figure 3 . Verify that terminal 2, of the
Transmission Control Relay is a good ground. Verify that terminal 1 has battery voltage
from Fuse 13, with the ignition on. Verify that there is battery voltage coming from the
TCM from terminal 89 when the ignition is switched on. If all of these check correctly, turn
the ignition on and probe into terminal 3 at the Transmission Control Relay, if there is no
voltage coming out of terminal 3, replace the Transmission Control Relay. NOTE: This
relay circuit is very similar to the circuit in the 604 family. If there is a problem in the
relay circuit, there may only be voltage sent to pin 4 at the relay for less than 2 seconds
and it is then turned off and may or may not set a relay code. This can be easy to miss be
careful!

CORRECTION: Replace the heater core and replace the Trans Control Relay.

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 14
SLIDE

Special thanks to COMPONENT LOCATIONS

Robert at Inner City trans

TRANSMISSION CONTROL
MODULE
HEATER CORE

ENGINE
CONTROL
MODULE

TRANSMISSION CONTROL RELAY

Copyright © 2007 ATSG
Figure 1

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 15
SLIDE
CASE CONNECTOR TERMINAL IDENTIFICATION AND INTERNAL COMPONENT RESISTANCE CHART
"Mitsubishi and Stratus Only"

10 9 8 7 7 8 9 10

6 5 4 3 2 1 1 2 3 4 5 6

View Looking Into Transaxle View Looking Into Transaxle

Case Connector Harness Connector

INTERNAL COMPONENT RESISTANCE CHART

COMPONENT TERMINALS RESISTANCE
Underdrive Solenoid Terminals 9 and 3 Approximately 3.6 Ohms @ 72 °F
2nd Solenoid Terminals 9 and 4 Approximately 3.6 Ohms @ 72 °F
Overdrive Solenoid Terminals 9 and 5 Approximately 3.6 Ohms @ 72 °F
Low/Rev Solenoid Terminals 10 and 6 Approximately 3.6 Ohms @ 72 °F
TCC Solenoid Terminals 10 and 7 Approximately 3.6 Ohms @ 72 °F
TFT Sensor Terminals 1 and 2 Approximately 9.05 k. Ohms @ 72°F

TERMINAL INTERNAL CIRCUIT

NUMBER WIRE COLOR DESCRIPTION
1 Red 5 Volt Power to TFT Sensor
2 Black Ground to TFT Sensor
3 White Ground to Underdrive Solenoid
4 Green Ground to 2nd Clutch Solenoid
5 Orange Ground to Overdrive Solenoid
6 Brown Ground to Low/Reverse Solenoid
7 Blue Ground to TCC Solenoid
8 Not Used
9 Red Power to Underdrive, 2nd, and Overdrive Solenoids
10 Yellow Power to TCC and Low/Reverse Solenoids
NOTE: Wire colors may vary.
Copyright © 2007 ATSG
Figure 2
Automatic Transmission Service Group
“2007” SEMINAR INFORMATION 16
SLIDE

Copyright © 2007 ATSG

Figure 3
Automatic Transmission Service Group
 17

AXIOM
 18

Sonnax
 “2007” SEMINAR INFORMATION 19
SLIDE

HYUNDAI A4A/B & F4A40/50 SERIES TRANSMISSIONS

2-3 FLARE, NO FOURTH, NO LOCKUP

COMPLAINT: All Hyundai models built from 1995 to 2005 may exhibit complaints of but not limited to a flare
on the 2-3 shift, no lockup application, no fourth gear, 1-2 shift only or harsh garage shifts.
In addition, codes P0711, P0712 or P0713 concerning ATF temperature sensor faults are
stored.

CAUSE: A Transmission Fluid Temperature Sensor malfunction resulting in storing any of the above
mentioned codes can cause the complaints listed above.

The computer strategy corresponding to the above codes is as follows:

(1) P0711 - TFT PERFORMANCE MALFUNCTION

The MIL will be turned on with P0700 stored indicating the TCM has requested from the
PCM that the MIL be turned on.
(2) P0712 - TFT CIRCUIT SHORTED
MIL is turned on.
Flare on the 2-3 shift.
(3) P0713 - TFT CIRCUIT OPEN
MIL is turned on.
Harsh Garage shifts
Damper clutch does not engage
No 4th gear command, stays in 3rd
2nd gear hold (1-2 shift only).

CORRECTION: Replace TFT sensor or repair sensor wiring. The ATF Temp Sensor location for the A4BF1,
A4AF2,A4AF3 and A4BF2 is shown in Figure 1. The ATF Temperature Sensor location for
the F4A40/50 series is shown in Figure 2.

SERVICE INFORMATION:
Transmission Fluid Temperature Sensor For 1995-2005 Accent; 1996-2000 Elantra; 1996-
2000 Tiburon A4A/B Series...................................................................................46386-22600
Transmission Fluid Temperature Sensor For 1999-2005 Sonata; 2001-2005 Elantra; 2001-
2005 Santa Fe; 2001-2005 XG300/350; 2003-2005 Tiburon; 2005 Tucson F4A40/50 Series
........46386-39050

Automatic Transmission Service Group

 20

Transtec
 21

Wesco
B&W
 “2007” SEMINAR INFORMATION 22
SLIDE

ATF TEMPERATURE LOCATIONS

A4A/B SERIES

ATF
TEMPERATURE
SENSOR

Figure 1

1
5B
2E
1K
A5
F4

H
F4A40/50 SERIES

5
73
G

ATF
TEMPERATURE
SENSOR
Copyright © 2007 ATSG

Figure 2

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 23
SLIDE
MITSUBISHI R4A51/V4A51
POOR SHIFT QUALITY / 2-3 FLARE

COMPLAINT: Vehicles equipped with the R4A51/V4A51 series transmissions, may exhibit poor shift
quality or a flared 2-3 upshift, after overhaul typically after a planetary failure.

CAUSE: The cause may be that the Pressure Regulator Spring may be losing it's tension or is shrinking
from the extreme heat of the planetary failure. Note: The planetary failure is usually due to
Torque Converter Clutch failure clogging the cooler causing a loss of lubrication.

CORRECTION: To correct this condition, first verify what the base pressures are on the Underdrive clutch
and the Low Reverse Brake in the Drive Position, as shown in Figure 1. If the Pressure is
below 147-152 in both ports, remove the valve body and inspect the pressure regulator valve
for sticking in it's bore. If it is free, refer to the specs in Figure 2 to verify the specs of the
spring. If the spring is below 1.760, " the adjustment, as shown in Figure 3 will have to be
turned counterclockwise to increase the Base Line Pressure and replace the pressure
regulator valve spring if necessary.

PRESSURE SPECIFICATIONS

OC 2B LB UC

LINE PRESSURE TEST SPECIFICATIONS

PRESSURES (PSI) MEASURED AT 2500 RPM
Underdrive Second Overdrive Low/Rev
Gear Clutch Brake Clutch Brake
Park 37-50
Reverse 184-256
Neutral 37-50
"D"-1st 147-152 147-152
"D"-2nd 147-152 147-152
"D"-3rd 113-127 113-127
"D"-4th 113-127 113-127
Copyright © 2007 ATSG

Figure 1
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 24
SLIDE
PRESSURE REGULATOR VALVE COMPONENTS

PRESSURE REGULATOR
SPRING SEAT Pressure Regulator VALVE
Spring Dimensions
Free length 1.760"
ADJUSTABLE Outside diameter .525"
BORE PLUG Coil diameter .070"

Dimension
"A"

Dimension "A" = Approximately .300"

Copyright © 2007 ATSG

Figure 2
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 25
SLIDE
PRESSURE REGULATOR VALVE ADJUSTMENT

TURNING THIS PLUG COUNTER CLOCKWISE WILL INCREASE PRESSURE

Copyright © 2007 ATSG

Figure 3

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 26
SLIDE

HYUNDAI
FALSE SOLENOID CODES

COMPLAINT: The vehicle has the “MIL” on with no apparent driveability complaints and the A4BF1
transmission is NOT in limp mode. However, when the TCM is scanned for codes, P0743, TCC
Solenoid circuit fault and P0747, Pressure Control Solenoid “A” circuit fault are stored.
Solenoid circuit checks revealed no problems, and system voltage and TCM power and ground
checks also indicated no faults. The TCM was not considered for replacement as the transmission
was not in limp.
NOTE: Although this was a 1997 Hyundai Tiburon, this could conceivably occur with
virtually any vehicle.

CAUSE: A spare “known good” set of solenoids were connected to the vehicle harness and ground was
provided for the solenoids directly to the negative battery cable.
The codes were cleared and did not return. As a test these “known good” solenoids were installed
into the transmission and the codes immediately returned.

CORRECTION: A cable was attached directly to the negative battery cable at the battery, Refer to Figure1, with
the other end attached to the transmission case, Refer to Figure 2.
Obviously there is a ground problem somewhere in this vehicle, but finding it would have
consumed too much time.

Many thanks to Dominick Pietrantonio from AC Transmission in Addison, IL for making this bulletin possible and
for supplying the photos.

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 27
SLIDE
FALSE SOLENOID CODES
10A
H FRT
TAIL 30 /LAP FOG
2
I
30GAN
B/AWLIPER
P/W BLO
ONLYA RM 30 ADW W ER
A T/L
20 BS (LH) P T/L
E A (RH P FR
1
H/LP 0A
10A ) FO T
LOW 20 CAU 15A G

R
TO
A/CO
C

EC
20 OAN 10A N HO

NN
R
10A N 10A

CO
BU

ER
STA ALA RG

W
RT AUD RM

PO
10A IO

100A
HOR

ALT
N
CON
33 USE B
FAN
Die 03 T HE 50 A
ABS
5 DES 3 0A RAD
Fo
Die r nea
Ha
rd GO 912 IGNED
13 - F 30 A
GROUND CABLE
Ma
int
call Hard rest

en
:1

anc
-80 retail

eF
0-D er
IEH
D
AR
BA PRO
RE TT ERY POS
LATE P ITIO
CH LEAD D A OSTS N 6
L D 271 USES
00 ONL
Y ATTACHED TO
ree OF EMIC AND CCES , TER 5 WAR
CA AL LE SO MIN NIN
LIF S A R
WA AND ORN KNOWD CO IES C ALS, AG
SH REP IA M O N
HA RO TO C N TO POUN NTAIN D
ND DU AU TH
S A CTI SE E S DS.
F TE VE C TA
R H HAR ANC TE
NEGATIVE BATTERY
AN M. ER
DLIN
CABLE

5
G.

03
33
8M
D2

KE
EP
O UT
OF
THE
RE
AC
H OF
CH
ILD
RE
N

Copyright © 2007 ATSG

Figure 1

OTHER END OF
GROUND CABLE
ATTACHED TO
TRANSMISSION CASE

Copyright © 2007 ATSG

Figure 2
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 28
SLIDE
TOYOTA 540-E 540-H
NO REVERSE NO ENGINE BRAKING

COMPLAINT: Before or after overhaul, Toyota vehicles equipped with the 540H or 540-E transaxle, may
exhibit a no reverse condition as well as no engine braking when selecting Manual 2 or
Manual 1.

CAUSE: The cause may be, the inner o-ring in the Overdrive Direct Clutch Piston is blown out
causing a leak in the O.D. Direct Clutch circuit. The reason for the piston seal blow out may
be excessive wear in the Pressure Regulator Boost sleeve, causing high pressure in the
Reverse circuit, bowing the piston in the center and blowing the piston seal out. NOTE:
ATSG has also had complaints with some after market filters having defective cork gaskets
causing numerous holes in the spacer plate to be plugged causing very high pressure and
the same failure.

CORRECTION: To correct this condition, replace the boost sleeve with a replacement from Toyota or
Sonnax, See Figures 1 and 3. Renew the piston seals in the O.D. Direct drum as shown in
Figure 2. Verify that the piston is not warped by checking with a straight edge, also shown in
Figure 2.

SERVICE INFORMATION:
540H BOOST SLEEVE (Toyota number).........................................................35417-32031
540-E BOOST SLEEVE (Toyota number)........................................................35417-32021
3.0L SONNAX BOOST VALVE AND SLEEVE (High ratio)..............................89031-01K
2.5L SONNAX BOOST VALVE AND SLEEVE (Low ratio)...............................89031-02K

540-E BOOST SLEEVE

INSPECT FOR WEAR

INSIDE OF SLEEVE
Copyright © 2007 ATSG

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 29
SLIDE
OVERDRIVE DIRECT CLUTCH DRUM

OVERDRIVE DIRECT O.D. Direct

CLUTCH PISTONCHECK inner piston seal

5
A

O.D. Direct
outer piston seal

Ensure piston is flat with straight edge

Copyright © 2007 ATSG

Figure 2
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 30
SLIDE

540-E LOWER VALVE BODY

ADJUSTABLE
BOOST SLEEVE STEP
LOCATION

NOTE: THE BOOST SLEEVE ON A540E HAS AN ADJUSTABLE STEP. ENSURE THAT
THE RETAINER IS IN THE SAME LOCATION AS BEFORE DISASSEMBLY.

Figure 3

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 31
SLIDE

TOYOTA/LEXUS U SERIES TRANSAXLES

REPEATED DIRECT CLUTCH FAILURE
COMPLAINT: The vehicle comes in slipping badly in third gear, upon dis-assembly the direct clutch, (See
Figure 1), is found to be severely damaged. During the after overhaul road test, the technician
notices a shift shuttle on the 2-3 shift followed by a bind-up which results in an extremely harsh
shift.
By monitoring the shift solenoids, the technician can see that when the shift occurs, shift
solenoid 1 is being turned on and off, matching the shift shuttle complaint. At this time the
transmission begins to flare on the 2-3 shift.
Back at the shop the technician removes the rear cover, and sure enough, the direct clutches are
burnt.

The technician believes that the PCM needs to have a shift adapt relearn. The relearn is
performed at the dealer, (only some vehicles can manually relearn the shift adapts). When driven
by the technician, the 2-3 shift still shuttles, binds up and has a brutal 2-3 shift.

CAUSE: The cause of all these complaints is a faulty PCM.

CORRECTION: The PCM will require programming and replacement., Refer to Figure 2).

NOTE (1) There are times when a shift adapt relearn procedure , either through a reflash by the dealer
or a battery disconnect and road test will have the 2-3 shift feel at an acceptable level, but these
cases are rare.
NOTE (2) All PCMs for 2004-06 Toyota and Scion vehicles must have the VIN programmed into the
computer. Failure to do so will result in a P0630 stored in memory as well as the “Check
Engine” lamp illuminated. If a donor computer is used, the same results will occur do to a
VIN number mismatch.
A common problem seen with this transmission that could also result in direct clutch failure is
wearing of the ring lands on the rear cover as well as ring grooving of the direct clutch drum
sealing ring area.
Should this occur and the rear cover requires replacement, be advised that a Toyota rear cover
will NOT interchange with a Lexus rear cover.
There is a raised boss on the inside of the Lexus cover that would interfere with the clutch apply
pipes located there as shown in Figure 3.

SERVICE INFORMATION:
It has been discovered by various technicians at ATSG, that by disconnecting the TPS, (Refer to
Figure 4), the above complaints disappear as the PCM will revert to a preset shift pattern. This
helps to confirm that the PCM is in fact faulty.

Special Note: Another apparent incident that seems to make the above complaints disappear is
disconnecting the Output Speed Sensor.
It seems that the rather small connector that plugs into the sensor requires a considerable amount
of force to make a good connection. The location of the sensor is difficult to get to as well as see.
This may result in the connector to be partially plugged into the sensor, temporarily making the
above complaints disappear.
Special thanks to Dominick Pietrantonio from AC Transmission in Addison, IL., John Parmenter of Centereach
Transmissions in Centereach, N.Y. and Trent of Transmart in Bend, OR. for sharing their knowledge and
experiences which were instrumental in the compilation of this bulletin.
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 32
SLIDE

CHECK SEALING RING

AREA FOR RING GROOVES
DIRECT
CLUTCH
DRUM

CLUTCH
APPLY
TUBES

Copyright © 2007 ATSG

Figure 1

PCM LOCATION & REMOVAL

THE NEW PCM

MUST BE
PROGRAMMED
TO FUNCTION

Copyright © 2007 ATSG

Figure 2
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 33
SLIDE

THE LEXUS COVER WILL NOT

FIT ON A TOYOTA DUE TO THIS
RAISED AREA

CHECK FOR
RING LAND
WEAR

TOYOTA LEXUS
END COVER END COVER
Copyright © 2007 ATSG

Figure 3

DISCONNECTING THE
TPS WILL CAUSE THE
COMPLAINTS TO
DISAPPEAR

Copyright © 2007 ATSG

Figure 4

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 34
SLIDE

TOYOTA A340 SERIES TRANSMISSIONS

2000 & LATER CHECKBALL LOCATIONS

Check ball locations on 2000 and later vehicles using the A340E, F or H series of transmissions is at best, one of the
most difficult issues in the transmission industry today. The main reason for this is the checkball locations vary
between vehicle models, model years, engine size, and whether it is 2WD or 4WD, this one being the most difficult.
Because of constant demand for this information, we at ATSG are going expand upon this in formation with one
condition, if in using this material, you find a variation that is not illustrated here, we hope you will let us know as
soon as possible so that we may keep this information as accurate as possible for the good of the industry.

Refer to Figure 1 for Valve Body Identification for Upper Valve Body, Casting # 8938 Without TV Cable.
Refer to Figure 2 for Checkball Locations for Upper Valve Body, Casting # 8938 Without TV Cable.
Refer to Figure 3 for Small Parts Locations for Lower Valve Body, Casting # 8938 Without TV Cable.
Refer to Figure 4 for Valve Body Identification for Upper Valve Body, Casting # 8934 Without TV Cable.
Refer to Figure 5 for Checkball Locations for Upper Valve Body, Casting # 8934 Without TV Cable.
Refer to Figure 6 for Small Parts Locations for Lower Valve Body, Casting # 8934 Without TV Cable.
Refer to Figure 7 for Valve Body Identification for Upper Valve Body, Casting # 8935 Without TV Cable.
Refer to Figure 8 for Checkball Locations for Upper Valve Body, Casting # 8935 Without TV Cable.
Refer to Figure 9 for Small Parts Locations for Lower Valve Body, Casting # 8935 Without TV Cable
Refer to Figure 10 for Valve Body Identification for Upper Valve Body, Casting # 8938 With TV Cable.
Refer to Figure 11 for Checkball Locations for Upper Valve Body, Casting # 8938 With TV Cable.
Refer to Figure 12 for Small Parts Locations for Lower Valve Body, Casting # 8938 With TV Cable.

Many thanks to Paul Tinges at Hardparts For Transmissions for his invaluable help in cataloging these valve bodies.

A special thanks to John Mathews from Coastal Transmissions in Hinesville, Ga., for all the transmission fluid that ran down his arms
in helping to determining checkball locations and their effect.

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 35
SLIDE
UPPER VALVE BODY CASTING NUMBER 8938
4 SOLENOIDS, 1 ACCUMULATOR, NO TV CABLE

LOCKUP
SOLENOID
(SL)

LOCKUP
ACCUMULATOR
(Not a Solenoid)

LINE PRESSURE
SOLENOID
(SLT)
CASTING # 8938 8938

SHIFT SOLENOID 2
8934 (S2)
.315”
(8.0mm)

SHIFT SOLENOID 1
(S1)
LINE PRESSURE
BLOW-OFF STEEL
BALL & SPRING

Figure 1
Automatic Transmission Service Group
 36

Jaggi
B&W
 “2007” SEMINAR INFORMATION 37
SLIDE

UPPER VALVE BODY

.250” (6.35mm)

.216” (5.5mm)

All Checkballs
Are Rubber

THESE CHECKBALLS
VARY GREATLY, CARE
SHOULD BE TAKEN
DURING DISASSEMBLY

Not Found in Sequoia V8

or 2001-2003 Tundra
Figure 2
Automatic Transmission Service Group
“2007” SEMINAR INFORMATION 38
SLIDE

LOWER VALVE BODY

Open End Of Screens

Face Separator Plate
And Snap In

Figure 3
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 39
SLIDE
UPPER VALVE BODY CASTING NUMBER 8934
5 SOLENOIDS, LINE PRESSURE BLOW-OFF BALL, NO TV CABLE

LOCKUP
SOLENOID
(SL)

ACCUMULATOR
BACK PRESSURE
SOLENOID
(SLN)

LINE PRESSURE
SOLENOID
(SLT)

CASTING # 8934

SHIFT SOLENOID 2
8934 (S2)
.315”
(8.0mm)

SHIFT SOLENOID 1
(S1)
LINE PRESSURE
BLOW-OFF STEEL
BALL & SPRING

Figure 4
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 40
SLIDE

UPPER VALVE BODY

.250” (6.35mm)

.216” (5.5mm)

All Checkballs
Are Rubber

Figure 5
Automatic Transmission Service Group
“2007” SEMINAR INFORMATION 41
SLIDE

LOWER VALVE BODY

Figure 6
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 42
SLIDE
UPPER VALVE BODY CASTING NUMBER 8935
4 SOLENOIDS, 1 ACCUMULATOR, LINE PRESSURE BLOW-OFF BALL, NO TV CABLE

.315”
(8.0mm)

LINE PRESSURE
BLOW-OFF STEEL
BALL & SPRING
LOCKUP
SOLENOID
(SL)

LOCKUP
ACCUMULATOR
(Not a Solenoid)

LINE PRESSURE
SOLENOID
(SLT)
CASTING # 8935 8935

SHIFT SOLENOID 2
(S2)

SHIFT SOLENOID 1
(S1)

Figure 7
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 43
SLIDE

UPPER VALVE BODY

.250” (6.35mm)

.216” (5.5mm)

All Checkballs
Are Rubber

This checkball left out

will cause a harsh 1-2 shift

Leaving this checkball out

will improve the 3-4 shift

This checkball left out

will cause a harsh 2-3 shift

THESE CHECKBALLS
VARY GREATLY, CARE
SHOULD BE TAKEN
DURING DISASSEMBLY

Figure 8
Automatic Transmission Service Group
“2007” SEMINAR INFORMATION 44
SLIDE

LOWER VALVE BODY

Open End Of Screens

Face Separator Plate
And Snap In

Figure 9
Automatic Transmission Service Group
 45

TD
 “2007” SEMINAR INFORMATION 46
SLIDE
UPPER VALVE BODY CASTING NUMBER 8938
3 SOLENOIDS, TV ADJUSTMENT SCREW, LINE BLOW-OFF BALL, TV CABLE

LOCKUP
SOLENOID
(SL)

CAM FOR
THROTTLE
CABLE

CASTING # 8938 8938

THROTTLE
PRESSURE
ADJUSTMENT

SHIFT SOLENOID 2
(S2)
.315”
(8.0mm)

SHIFT SOLENOID 1
(S1)
LINE PRESSURE
BLOW-OFF STEEL
BALL & SPRING

Figure 10
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 47
SLIDE

.250” (6.35mm)

.216” (5.5mm)

All Checkballs
Are Rubber

Not Found in 2001

Tacoma w/3.4L V6

THESE CHECKBALLS
VARY GREATLY, CARE
SHOULD BE TAKEN
DURING DISASSEMBLY

Not Found in 2001

Tacoma w/3.4L V6

Figure 11
Automatic Transmission Service Group
 48

European Exchange
 49

European Exchange
“2007” SEMINAR INFORMATION 50
SLIDE

LOWER VALVE BODY

Open End Of Screens

Face Separator Plate
And Snap In

Figure 12
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 51
SLIDE

ISUZU 4L30E
SOLENOID CODES STORED WITH FAILSAFE

COMPLAINT: The vehicle comes in for a fluid change, after the fluid change is completed, the transmission is in
failsafe, in some instances the TCM is found to be faulty. None of these complaints existed
before the fluid change.

CAUSE: The internal wire harness in the main valve body area, where the filter is located, is encased in a
plastic conduit which hardens over a period of time, (Refer to Figure 1).
When the filter is replaced, it can be pushed up against the wire harness, See Figure 2, causing the
conduit to break up in sections. This can expose a wire splice in the internal harness causing it to
come into contact with the valve body resulting in a short to ground, See Figure 3, causing the
above complaints.

CORRECTION: The type of failure that will occur depends on the year of the vehicle. 1990 to 1993 vehicles were
equipped with a Bosch TCM which controlled the solenoids on the power side. A short causes
solenoid codes to store and a failsafe condition.
1994 and later vehicles are equipped with a Delco TCM which control the solenoids on the
ground side. In addition to solenoid codes and failsafe, a short here will more than likely destroy
the solenoid driver which will require TCM replacement.

SERVICE INFORMATION:
As a side note, this transmission is also in some BMW models as well as the Cadillac Catera. The
solenoids in these vehicles are controlled on the ground side. Therefore it is possible to have the
same TCM failure.

Many thanks to Ed Lee for his suggestions which enhanced this bulletin.

Automatic Transmission Service Group

 52

Superflow Technology
Group
 “2007” SEMINAR INFORMATION 53
SLIDE

FILTER BREAKS CONDUIT

EXPOSING WIRE SPLICE

BRITTLE
CONDUIT

Figure 1 Figure 2

SHORT OCCURS HERE

Figure 3 Copyright © 2007 ATSG

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 54
SLIDE
ISUZU & BMW
4L30-E
PARTIAL ENGINE STALL / TORQUE CONVERTER FAILURE

COMPLAINT: After overhaul, 2000 and up vehicles equipped with the 4L30-E transmissions, may exhibit a
partial stalling condition when the vehicle is placed into gear, or discoloring and/or
premature torque converter failure, with an eventual P1870 code, TCC slip.

CAUSE: The Cause may be, that during bushing installation, a THM 350 bushing was used and was
placed too deep into the bellhousing, as shown in Figure 1. When this happens, and the
Torque Converter Clutch is commanded “Off, ” the bushing will partially block the passage
that is connected “To Cooler”, which will act as a cooler restriction, creating the partial
engine stall. See Figure 3 For a partial hydraulic circuit diagram of TCC OFF. When the
Torque Converter Clutch is commanded “On,” the “Converter Apply circuit” is restricted
creating low apply pressure and premature Torque Converter Failure as well as discoloring
of the Torque Converter. Refer to Figure 4 for a partial hydraulic circuit of TCC ON. Refer to
Figures 1 and 2 to see the dimensional difference between the Sonnax bushing and the THM
350 bushing and to identify the previously mentioned passage in the bellhousing. One other
cause may be a partially stuck Converter Clutch Control Valve, as shown in Figure 5.
NOTE: The hydraulic circuit diagrams and pump references are for the 4 valve pump
versions, Passport, Rodeo and Catera do not have this version pump.

CORRECTION: Replace the bushing with the Sonnax Bellhousing bushing or when using a THM 350
bushing use a die grinder to remove the excess material to ensure no restrictions in the
passage shown in Figures 1 and 2.
Refer to Figure 5 and ensure the Converter Clutch Control Valve is not sticking in the pump.

SERVICE INFORMATION:
SONNAX BELLHOUSING BUSHING.................................................................54253-01

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 55
SLIDE
BELLHOUSING BUSHING LOCATION
CROSS-SECTIONAL VIEW
CORRECT BUSHING IN-CORRECT BUSHING
LOCATION PASSAGE 109 LOCATION

CASTING SLOT BUSHING CASTING SLOT BUSHING

OPEN RESTRICTED
NOTE: The Sonnax 54253-01 Bellhousing bushing width is .560"
The THM 350 Bellhousing bushing width is .610"
Passage 109 slot is .095" from the top of the bushing to the mating surface
of the pump when the bushing is installed correctly.
Copyright © 2007 ATSG

Figure 1

BELL HOUSING
"4 VALVE PUMP"

BELLHOUSING
BUSHING
CONVERTER
PASSAGE

109

EC3

Copyright © 2007 ATSG

Figure 2
Automatic Transmission Service Group
 PWM TCC "OFF" PARTIAL SCHEMATIC

on
SUCTION
Torque
Converter
Clutch OUTPUT

off
Bushing in
Bellhousing

109

.049"
Passage in
Bellhousing

O.D. lube .042"

Pump selective
washer lube

To Reverse .042"
Lock-out

Figure 3
SLIDE

valve spring
side

To Cooler

X
TCC Regulator Valve

X Pressure Regulator Valve

Automatic Transmission Service Group

TCC Enable Valve
.148"
Solenoid
Feed Converter Clutch Control Valve
“2007” SEMINAR INFORMATION

PWM Solenoid

Copyright © 2007 ATSG

56
 PWM TCC "ON" PARTIAL SCHEMATIC

on
SUCTION
Torque
Converter
Clutch OUTPUT

off
Bushing in
Bellhousing

109

.049"
Passage in
Bellhousing

O.D. lube .042"

Pump selective
washer lube

To Reverse
Lock-out .042"

Figure 4
SLIDE

valve spring
side

To Cooler

X
TCC Regulator Valve

X Pressure Regulator Valve

Automatic Transmission Service Group

TCC Enable Valve
.148"
Solenoid
Feed Converter Clutch Control Valve
“2007” SEMINAR INFORMATION

PWM Solenoid

Copyright © 2007 ATSG

57
 “2007” SEMINAR INFORMATION 58
SLIDE
EXPLODED VIEW
"4 VALVE PUMP"

228
226
227

225
206
207 209
216 217
206 215
214
203 208

211
204
224 210
205
218
212

223

222 213
221

220
203 BOOST VALVE SLEEVE RETAINING PIN
204 BOOST VALVE SLEEVE
205 BOOST VALVE 219
206 PRESSURE REGULATOR VALVE SPRING SEAT (2)
207 PRESSURE REGULATOR VALVE SPRING
208 PRESSURE REGULATOR VALVE
209 OIL PUMP ASSEMBLY
210 CONVERTER CLUTCH CONTROL VALVE
211 CONVERTER CLUTCH CONTROL VALVE SPRING
212 CONVERTER CLUTCH CONTROL VALVE BORE PLUG
213 TCC CONTROL VALVE BORE PLUG RETAINING PIN
214 THROTTLE SIGNAL ACCUMULATOR PISTON
215 THROTTLE SIGNAL ACCUMULATOR PISTON SPRING
216 THROTTLE SIGNAL ACCUMULATOR SPRING SEAT
217 THROTTLE SIGNAL ACCUMULATOR SNAP RING
218 TCC CONTROL VALVE BORE PLUG "O" RING
219 TCC REGULATOR VALVE SLEEVE RETAINING PIN
220 TCC REGULATOR VALVE SLEEVE
221 TCC REGULATOR VALVE SPRING
222 TCC REGULATOR VALVE
223 TCC ISOLATOR VALVE SPRING
224 TCC ISOLATOR VALVE
225 TCC ENABLE VALVE
226 TCC ENABLE VALVE SPRING
227 TCC ENABLE VALVE SLEEVE
228 TCC ENABLE VALVE RETAINING PIN

NOTE: Some valve nomenclature is ATSG interpretations by valve function.

Some manuals list all of the TCC related valves by the same name.

Copyright © 2007 ATSG

Figure 5
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 59
SLIDE

SUBARU 4EAT - PHASE II TRANSAXLE

TECHNICIANS INFORMATION
The 4EAT Phase II was introduced for the 1999 model year. Although it has many similarities to the previous design
4EAT, there are definitive differences that put this transaxle in its own category. When this transaxle is behind a 4
cylinder application it will have an external spin-on filter as seen in Figure 1. When behind 6 cylinder applications,
the external filter is found in the left front fender well.
One of the more significant changes which took place in the 2001 model year is the way the transfer clutch is
controlled, a new type of control system called Variable Torque distribution (VDT) is used for a smoother operation
of the transfer clutch and better control over the All-Wheel Drive system in reference to front to rear torque
distribution.
The pressure service ports are identified in Figure 1 as well as line and transfer clutch pressure charts. The Transfer
Clutch is checked in two ways, AWD Mode and FWD Mode. The same underhood fuse receptacle is present in the
Phase-II equipped vehicle to allow full electrical release of the transfer clutch for testing purposes. This unit still
uses a two sump system, one for the transmission and one for the differential. The transmission filler tube and
dipstick are located on the left side of the transmission, while the differential fill and oil level gauge is located on the
top right of the final drive housing. The transmission requires 9.8 to 10.1 quarts of Dexron IIE or Dexron III ATF
while the differential requires 1.3 quarts of GL-5 gear oil.

In Figure 2 is the clutch application chart for the Phase-II unit which shows that there are differences between the
previous design 4EAT and the Phase-II model. The 2-4 Brake replaces the previous 2-4 band and there is no longer
an overrunning clutch or a forward sprag.
An area that can cause converter drainback is the input shaft shown in Figure 3. There is a plastic plug inside the
shaft that separates converter fill and lube circuits. It is held in place by a retaining pin, if this plug were missing you
would have drainback, if it were melted you could have lube problems or converter fill issues. Converter clutch
problems could generate enough heat to melt this plug.
Another lube passage that should be inspected as shown in Figure 4, is in the pump cover. Under the lube orifice is a
spring loaded ball that could get jammed with debris which will block the lube passage causing front gear train
failure. There is also a spring loaded ball under the front cooler line, which if left out would also cause drainback
problems, or even worse if it were stuck closed, catastrophic transmission failure.
Valve body check ball locations are shown in Figure 5, and in Figure 6 a hydraulic schematic is illustrated in order to
see where these check balls are in their respective circuits. In Figure 7 air check passages are shown.

Figure 8 shows the Low/Reverse “Leaf Spring” and in Figure 9 the Low/Reverse “Leaf Spring” is shown in its
correct location. Figure 10 shows the 2/4 Clutch “Leaf Spring” and in Figure 11 the 2/4 Clutch “Leaf Spring” is
shown in its correct location.

Because this transmission uses eight solenoids, solenoid identification can be troublesome. The internal
transmission components which include seven of the eight solenoids are identified in Figure 12. Also shown in
Figure 12 is the transmission pass through connector which contains the ground eyelet for all eight solenoids as well
as the Transmission Control Module. This is illustrated in Figure 13 which shows case connector terminal functions
as well as resistance values. The wire diagram in Figure 14 shows the general outlay of the transmission control
system as well as how the solenoids and TCM are commonly grounded.

Solenoid function for all but the Transfer Clutch Solenoid can be seen in Figure 15. Transfer Clutch Solenoid
function can be seen in Figure 16.
continued...

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 60
SLIDE

SUBARU 4EAT - PHASE II TECHNICIANS INFORMATION

continued...
The design of the Transfer Clutch Solenoid has also changed, the previous as well as the current design solenoid
can be seen in Figure 17. The diagrams in Figure 18 illustrate the hydraulic differences between the current and
previous solenoid and transfer clutch valve bodies.
The transfer clutch valve body spacer plate did not change, however the valve body passages did which are
illustrated in Figure 19.The transfer clutch valve was also redesigned which is shown in Figure 20. These
transfer clutch control components were redesigned to reduce what Subaru calls oil pressure vibration.

The following diagnostic information that has been issued by Subaru:

Delayed engagement or shudder felt when shifting into Reverse or Drive.

Normal operation takes 1.5 seconds to engage an internal clutch or clutches. When the driver shifts into Reverse or
Drive and applies the accelerator too quickly, delayed movement or a shudder/judder will be felt. To determine if
there is an internal problem perform a TIME LAG TEST. If the average is less than 1.5 seconds the unit is operating
normally. If it is more than 1.5 seconds, then an internal problem exists.

Shock felt during light acceleration when the converter clutch is applied.
When the driver tries to lightly accelerate the vehicle when driving at a constant speed in 4th gear and lock up is
engaged, they may feel a slight shock through the body of the vehicle. The slight shock is from the small clearances
in the drive train gears, axle spline, etc. If the lockup clutch is not engaged, then the shock is absorbed by the fluid
coupling in the torque converter. Under certain conditions, this same shock can also be felt when activating cruise
control.

Transmission delays downshifting during low to medium throttle.

The driver wants to accelerate and starts applying the throttle, but the transmission will not downshift to a lower gear
ratio until almost full throttle.

The TCM’s normal shift logic (shift map) that controls gear selection is trying to keep the transmission in the highest
gear possible for fuel economy. It directly corresponds to throttle opening, vehicle speed, engine speed and gear
selection. The TCM not only monitors the position of the TPS, it also monitors how fast it was depressed.

Depending on vehicle speed, if the accelerator pedal is slowly pushed down even to the floor, the TCM may not
downshift the transmission. If, however, the TPS is depressed quickly, it will certainly downshift into whatever gear
the TCM deems appropriate.

1. Gives the driver some ability to operate their vehicle based on power or economy.

2. Another consideration is in regard to shift change from one clutch to another. If a clutch is turned on or off too soon
it would cause a harsh shift and could also cause premature wearing of the clutches. So this logic is chosen to
provide
a balance of shift feel and wear characteristics.

3. Fluid temperature is also a consideration. Cooler thicker fluid takes longer to move through a given passage than
warmer fluid.

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 61
SLIDE

SUBARU 4EAT - PHASE II TECHNICIANS INFORMATION

continued...
2nd to 3rd shift flare after vehicle is parked.
After the vehicle is parked and sits typically overnight, when it is started and the transmission up- shifts into third
gear for the first time, the RPM’s may flare slightly. This can be an intermittent condition depending on how the
vehicle is positioned when parked, temperature of the transmission when parked and ambient temperature. The shift
flare occurs because the hydraulic circuit for the high clutch in the transmission occasionally drains. When the
transmission up shifts for the first time into 3rd gear, the hydraulic circuit must fill before it will apply the high clutch.
The time needed to fill the circuit slightly delays the apply causing the flare. The transmission will function
normally for the rest of the driving cycle.

Click noise when transmission shifts from 2nd to 3rd

When the transmission shifts from 2nd to 3rd gear under light acceleration, a click can be heard fro under the vehicle.
Most customers will only notice this noise when they have a driver’s window opened and are driving close to some
structure that will reflect the noise back to the vehicle. The noise occurs when the 2-4 brake is released during a 2nd to
3rd gear up shift. At this time, the steel clutch plates generate a metallic clicking noise against the case grooves

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 62
SLIDE

SUBARU 4EAT - PHASE II TRANSAXLE

Refer to Figure 1 for Pressure Port Identification and Line and Transfer Clutch Pressure Charts

Refer to Figure 2 for Clutch Application Chart

Refer to Figure 3 for Input Shaft and Lube Plug Information

Refer to Figure 4 for Pump Check Valve Information

Refer to Figure 5 for Valve Body Check Ball Locations

Refer to Figure 6 for Hydraulic Schematic Showing Check Ball Function

Refer to Figure 7 for Air Check/Case Oil Passage Identification

Refer to Figure 8 for Low/Reverse “Leaf Spring” Identification

Refer to Figure 9 for Low/Reverse “Leaf Spring” Location

Refer to Figure 10 for 2/4 Clutch “Leaf Spring” Identification

Refer to Figure 11 for 2/4 Clutch “Leaf Spring” Location

Refer to Figure 12 for Solenoid Identification and Pass Through Connector Information

Refer to Figure 13 for Transmission Connector Terminal Identification and Internal Component Resistance
Specifications

Refer to Figure 14 for Transmission Control System Electrical Schematic

Refer to Figure 15 for Explanations of Solenoid Function

Refer to Figure 16 for An Explanation of Transfer Clutch Solenoid Function

Refer to Figure 17 for Transfer Clutch Solenoid Design Changes

Refer to Figure 18 for Transfer Clutch Operational Differences

Refer to Figure 19 for Transfer Clutch Valve Body Differences

Refer to Figure 20 for Transfer Clutch Valve Design Changes

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 63
SLIDE
SERVICE PORT ID & PRESSURE CHECKS

HIGH CLUTCH

TCC RELEASE
TCC APPLY

LINE PRESSURE

REVERSE CLUTCH EXTERNAL SPIN-ON

OIL FILTER
Standard Line Pressure Chart
Range Approximate Idle Stall
Position Duty Cycle % (psi) (psi)
2 5 164-189

R 5 220-249

D 95 44-60

LOW/REVERSE CLUTCH

TRANSFER CLUTCH

LOW CLUTCH
2-4 BRAKE

Standard Transfer Clutch Pressure Chart

Duty Ratio AWD Mode FWD Mode
(%) (psi) (psi)
5 138-158

60 33-43

95 0
Copyright © 2007 ATSG
Figure 1
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 64
SLIDE
CLUTCH APPLICATION CHART

High Clutch Reverse Clutch Low Clutch

2-4 L/R Clutch

Brake Low Sprag
Transfer Clutch

High Rev. 2-4 Low Low L/R Transfer

Clutch Clutch Brake Clutch Sprag Clutch Clutch

P/N

Rev

1st

2nd
Drive
3rdº

4th*

1st

3 2nd

3rd

1st
2
2nd

L 1st

APPLIED *4th Gear is prohibited until the Transmission º Failsafe is 3rd Gear
Fluid Temperature has reached 12º C (53.6º F)
PWM
Note: There are driving conditions where the TCM forces the transmission to 3rd
gear during ABS operation and will resume normal shifting when ABS is turned off.
Figure 2
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 65
SLIDE

INPUT SHAFT & LUBE PLUG

LUBE
INPUT PLUG
LUBE PLUG
RETAINING PIN SHAFT

Copyright © 2007 ATSG

Figure 3

FRONT LUBE CHECK VALVE

HIGH CLUTCH PLUG

FRONT LUBE ORIFICE

(FRONT LUBE CHECK
VALVE ASSEMBLY IS
LOCATED HERE)

PUMP STATOR

REVERSE CLUTCH PLUG

FRONT LUBE
CHECK VALVE
ASSEMBLY
Copyright © 2007 ATSG

Figure 4

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 66
SLIDE

VALVE BODY CHECK BALL LOCATIONS

4
3 5
2
6

MIDDLE
VALVE BODY

7 8 9 10

High Low
Clutch Clutch 2-4
Acc. Acc. Clutch
Acc.

UPPER
VALVE BODY

Copyright © 2007 ATSG

Figure 5

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 67
SLIDE

HYDRAULIC CHECK BALL FUNCTION SCHEMATIC

TCC TCC Reverse High Rear Low 2/4 L/R Transfer

Release Apply Clutch Clutch Lube Clutch Clutch Clutch Clutch
Transfer Duty
Solenoid

Transfer
Control
Valve

External Front Line Cooler

Filter Check
Valve Low Clutch 2/4 Clutch
High Clutch Accumulator Accumulator A
Accumulator A

High Clutch
Accumulator B 2/4 Clutch
Accumulator B

7 8 9 10
SSA
SSB
TCC Reg TCC Control Pressure Modifier Line Pressure Low Clutch
Valve Valve Valve Control Solenoid Timing Sol. ON
ON

Throttle Low Clutch

Acc. A SVB
Timing Valve A
Acc.
Cntl. SVA
Valve
A

Low Cl.
Timing
Valve B

TCC Duty
Solenoid

1st Reducing
Valve
Line Pressure
Relief Valve

Throttle Acc. B

Pilot Valve Acc. Cntl.

Valve B
Rev. Inhibit 2/4 Clutch 2/4 Clutch
Pressure
Modifier Valve Timing Valve A Timing Valve B
Regulator
Valve Acc.

2 1

P 2/4 Clutch 2/4 Clutch

6 5 3 4 Duty Solenoid Timing Solenoid

Figure 6 Copyright © 2007 ATSG

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 68
SLIDE

CASE AIR CHECK/OIL PASSAGE IDENTIFICATION

Pump Reverse Pump TCC TCC High To

Inlet Clutch Outlet Apply Release Clutch Cooler

2-4 Low L/R Pilot Line

Clutch Clutch Clutch Press. Press.

Copyright © 2007 ATSG

Figure 7

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 69
SLIDE

LOW/REVERSE “LEAF SPRING”

Copyright © 2007 ATSG

Figure 8

LOW/REVERSE “LEAF SPRING” LOCATION

LOW/REVERSE
“LEAF SPRING”

LOW/REVERSE
CLUTCH PACK

Copyright © 2007 ATSG

Figure 9
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 70
SLIDE

2/4 CLUTCH “LEAF SPRING”

Copyright © 2007 ATSG

Figure 10

2/4 CLUTCH “LEAF SPRING” LOCATION

2/4 CLUTCH
CLUTCH PACK 2/4 CLUTCH
“LEAF SPRING”

Copyright © 2007 ATSG

Figure 11
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 71
SLIDE
SOLENOID INDENTIFICATION
TRANSMISSION
SHIFT SOLENOID 1 FLUID TEMP
(GREEN) SENSOR
8513324

2/4 CLUTCH TIMING

SHIFT SOLENOID 2 SOLENOID (BLACK)
(YELLOW)

2/4 CLUTCH DUTY

SOLENOID (RED)

LINE PRESSURE
DUTY SOLENOID
(RED)

LOW TIMING
SOLENOID (GRAY)

TCC DUTY
SOLENOID (BLUE)

SOLENOID/TCM
GROUND EYELET
PASS THROUGH
CASE CONNECTOR

Copyright © 2007 ATSG

Figure 12

Automatic Transmission Service Group

 72

Hard Parts
For Transmissions
B&W
 “2007” SEMINAR INFORMATION 73
SLIDE

TRANSMISSION CASE CONNECTOR TERMINAL IDENTIFICATION

Transmission Solenoid Inhibitor Switch Bulk Head

and Sensor Bulk Head Connector Transmission Connector

4 1
8 5 4 1
12 9 8 5
16 13
12 9
20 17

Transmission Solenoid Inhibitor Switch

and Sensor Test Table Test Table

Part Name Terminal Resistance Position Pin Number

VSS 1 19 - 20 450 - 650 P 4-3

VSS 2 17 - 18 450 - 650 R 4-2

TFT 11 - 12 2,100 - 2,900 N 4-1

20ºC (68ºF)
275 - 375 Signal Sent to TCM D 4-8
80ºC (176ºF)
3 4-7
TSS 14 - 15 450 - 650
2 4-6
SS1 1 - 16 10 - 16
1 4-5
SS2 2 - 16 10 - 16
Ignition/Start Circuit P/N 12 - 11
Duty A 5 - 16 2.0 - 4.5
Line Pressure Back-up light circuit R 10 - 9

Duty B 13 - 16 10 - 17
Lock-Up

Duty C 6 - 16 10 - 17
Transfer Clutch

Duty D 9 - 16 2.0 - 4.5

2-4 Clutch

Low Timing 3 - 16 10 - 16
Solenoid

2-4 Timing 4 - 16 10 - 16
Solenoid

Copyright © 2007 ATSG

Figure 13
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 74
SLIDE

Typical Transmission to TCM Wiring Schematic Without VDC and Sport Shift

HOT at B55 - 24 B55 - 7 Check Connector

ALL Fuse 16 Stop Light
TIMES 20 A Switch B55 - 2
B55 - 1 TPS
HOT at B55 - 6
ALL Fuse 4
TIMES 10 A B55 - 4 Eng. RPM

B55 - 20 AT Load Signal

B54 - 2 Torque Control Cut

ECM
HOT in B54 - 23 B54 - 4 AT Diagnosis Signal
ON or Fuse 11 B54 - 13 Torque Control Signal 1
START 15 A B54 - 24 B54 - 21 Torque Control Signal 2

FWD Switch 30 B55 - 14 B55 - 3 19

(Fuse w/AWD) VSS 1
29
20
B55 - 21
Cruise Set Signal B54 - 11 18
VSS 2
B55 - 5 17
ABS Signal B54 - 19
15
10 TSS
Speedometer 2 B55 - 13 B55 - 12 14
11 Transmission
FWD IND 4 B54 - 12
B55 - 10 12
AT Oil Temp 5 B54 - 3 TFT
IND B55 - 11 11

12
B54 - 5 4 2-4 Timing Solenoid
P
CPU 14
R 13
B54 - 6 2 Shift Solenoid 2

N 12 B54 - 7 1 Shift Solenoid 1

D 11
B54 - 8 9 2-4 Duty Solenoid
3 10
2 4
B54 - 9 5 Line Press. Solenoid
1 5 B54 - 14 3 Low Timing Solenoid
Combination Meter
B54 - 15 6 Transfer Solenoid

P B54 - 16 13 Lock-up Solenoid

8 3 B55 - 23
R 9 2 B55 - 17
N 5 B55 - 9 16
1 B55 - 22
D 6 8 B55 - 8 B55 - 19
3 4 7 B55 - 18 B54 - 17
2 11 6 B54 - 10
1 B54 - 18
3 5 B54 - 1
10 4 1 2 3 4
Inhibitor Switch Bulk Line Pressure and
Head
Conn. 2-4 Clutch Dropping
Resistors
Copyright © 2007 ATSG
Figure 14
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 75
SLIDE

SOLENOID FUNCTION
Shift Solenoids A & B (1 & 2) Function

Both shift solenoids A (Green) and B (Yellow)

ON OFF are normally open. When they are energized they
hold pressure and stroke their respective valve.

Low and 2-4 Clutch Timing Solenoid Function

ON OFF Both the Low (Gray) and 2-4 Clutch (Black)

Timing solenoids are normally open. When they
are energized they hold pressure and stroke their
respective valve.

Line Pressure Control Solenoid

and 2-4 Clutch Duty Pressure Solenoid Function
Both the Line Pressure Control Solenoid and the
2-4 Clutch Duty Solenoid (RED) are normally
OFF ON applied solenoids. The on/off time of the pulse
width determines how much pressure is allowed to
stroke their respective valve.

TCC Duty Solenoid Function

The TCC Duty Solenoid (Blue) is a normally
applied solenoid. When the solenoid is off it holds
OFF ON pressure and assists the Torque Converter
Control Valve spring in keeping the valve
closed preventing TCC apply. When it is
pulsed on, it exhaust the spring assist pressure
and modifier pressure strokes the TCC control
valve for converter clutch apply.
Copyright © 2007 ATSG

Figure 15
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 76
SLIDE

Duty Solenoid C (Transfer Clutch )Function

Duty solenoid C (Transfer Clutch Solenoid) is a
normally applied solenoid. When the solenoid is
OFF ON off it holds pressure to stroke the Transfer Clutch
Control Valve. When it is pulsed on, it exhausts
the pressure and spring pressure closes the valve.

Copyright © 2007 ATSG

Figure 16
TRANSFER CLUTCH SOLENOID

Updated Design Previous Design

Copyright © 2007 ATSG

Figure 17

TRANSFER CLUTCH OPERATION

Transfer
Clutch
Transfer Duty
Solenoid
Transfer
Transfer
Control
Normally Clutch
Valve
Applied Transfer Duty
X Solenoid

Transfer
Control
Normally
Valve

X
Closed
Updated Design Previous Design

All 3 orifices measure

.80mm (0.031") Copyright © 2007 ATSG

Figure 18
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 77
SLIDE

TRANSFER CLUTCH VALVE BODY

Previous Design
Updated Design

SPACER PLATE
IS SAME FOR BOTH

Copyright © 2007 ATSG

Figure 19

TRANSFER CLUTCH CONTROL VALVE

Previous Design
Updated Design

Copyright © 2007 ATSG

Figure 20
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 78
SLIDE

SUBARU 4EAT PHASE II

ERRATIC TRANSMISSION OPERATION

COMPLAINT: Multiple solenoid codes with erratic transmission operation which will be commanded by the
TCM.

CAUSE: Referring to the wire diagram in Figure 1, the ground circuit for the TCM can be seen as it is
located inside the transmission which is also ground for the internal solenoids.
The physical ground point can be seen in Figure 2. It is a typical wire/eyelet which a valve body
bolt goes through. the ground wire then travels through the case connector at terminal 16 as
shown in Figure 3, and then continues to terminals 9 and 19 at the TCM where it serves as ground
for the TCM as well.

CORRECTION: Make certain this ground is in good condition as well as tight to insure it is a good ground. Since it
serves as ground for both the transmission solenoids as well as the TCM, a variety of complaints
could arise as a result of this ground being faulty.

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 79
SLIDE

Typical Transmission to TCM Wiring

Schematic Without VDC and Sport Shift

HOT at B55 - 24 B55 - 7 Check Connector

ALL Fuse 16 Stop Light
TIMES 20 A Switch B55 - 2
B55 - 1 TPS
HOT at B55 - 6
ALL Fuse 4
TIMES 10 A B55 - 4 Eng. RPM

B55 - 20 AT Load Signal

B54 - 2 Torque Control Cut

ECM
HOT in B54 - 23 B54 - 4 AT Diagnosis Signal
ON or Fuse 11 B54 - 13 Torque Control Signal 1
START 15 A B54 - 24 B54 - 21 Torque Control Signal 2

FWD Switch 30 B55 - 14 B55 - 3 19

(Fuse w/AWD) VSS 1
29
20
B55 - 21
Cruise Set Signal B54 - 11 18
VSS 2
B55 - 5 17
ABS Signal B54 - 19
15
10 TSS
Speedometer 2 B55 - 13 B55 - 12 14
11 Transmission
FWD IND 4 B54 - 12
B55 - 10 12
AT Oil Temp 5 B54 - 3 TFT
IND B55 - 11 11

12
B54 - 5 4 2-4 Timing Solenoid
P
CPU 14
R 13
B54 - 6 2 Shift Solenoid 2

N 12 B54 - 7 1 Shift Solenoid 1

D 11
B54 - 8 9 2-4 Duty Solenoid
3 10
2 4
B54 - 9 5 Line Press. Solenoid
1 5 B54 - 14 3 Low Timing Solenoid
Combination Meter
B54 - 15 6 Transfer Solenoid

P B54 - 16 13 Lock-up Solenoid

8 3 B55 - 23
R 9 2 B55 - 17
N 5 B55 - 9 16
1 B55 - 22
D 6 8 B55 - 8 B55 - 19
3 4 7 B55 - 18 B54 - 17
2 11 6 B54 - 10 B54 - 18 SOLENOID & TCM
1 3 5 B54 - 1 GROUND
10 4 12 3 4
Inhibitor Switch Bulk Line Pressure and
Head
Conn. 2-4 Clutch Dropping
Resistors
Copyright © 2007 ATSG
Figure 1
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 80
SLIDE

SOLENOID & TCM GROUND LOCATION

8513324

SOLENOID & TCM

GROUND
Copyright © 2007 ATSG

Figure 2

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 81
SLIDE

Transmission Solenoid
and Sensor Bulk Head Connector

4 1
8 5
12 9
16 13
20 17

Transmission Solenoid
and Sensor Test Table

Part Name Terminal Resistance

VSS 1 19 - 20 450 - 650

VSS 2 17 - 18 450 - 650

TFT 11 - 12 2,100 - 2,900

20ºC (68ºF)
275 - 375
80ºC (176ºF)

TSS 14 - 15 450 - 650

SS1 1 - 16 10 - 16

SS2 2 - 16 10 - 16

Duty A 5 - 16 2.0 - 4.5

Line Pressure

Duty B 13 - 16 10 - 17
Lock-Up

Duty C 6 - 16 10 - 17
Transfer Clutch

Duty D 9 - 16 2.0 - 4.5

2-4 Clutch

Low Timing 3 - 16 10 - 16
Solenoid

2-4 Timing 4 - 16 10 - 16
Solenoid

Terminal 16 is the ground circuit for all solenoids

as well as the TCM.
Copyright © 2007 ATSG
Figure 3
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 82
SLIDE
MERCEDES 722.6
GEAR RATIO ERRORS

COMPLAINT: After overhaul, vehicles equipped with the 722.6 transmission may exhibit multiple gear
ratio errors and/or limp mode.

CAUSE: The cause may be, during overhaul the wrong planetary assemblies were used, creating in-
correct gear ratios based on the programing in the vehicles computer.

CORRECTION: Verify the correct part numbers , by VIN number, for the planetary assemblies thru the dealer
as ratios may change by engine size, differential ratio and engine performance . Refer to
Figure 1 for a cross-sectional view of this transmission to locate the front, center and rear
planetary assemblies . Refer to Figures 2 and 3 for individual charts on common tooth counts
on typical V-8 models, typical V-6 models and a chart for Sprinter and Freightliner models.
Note: Notice that there are V-8 models that have different ratios, be carefull! Due to the
many different models there are open spaces available in the charts, for your input.

Many thanks to CROSS-SECTIONAL VIEW

Dino at Lee Miles

Front Pinion Center Ring

Gear Front Ring Gear Rear Ring
Gear Gear Rear Pinion
Gear
STATOR
SHAFT

Center Pinion
TURBINE Front Sun Gear Rear Sun OUTPUT
SHAFT
Gear Gear SHAFT
Center Sun
Gear

Copyright © 2007 ATSG

Figure 1
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 83
SLIDE

PLANETARY TOOTH COUNTS CHART "A"

Front Planetary Figure 4 Center Planetary Figure 5 Rear Planetary Figure 6
Ring gear 90T Ring gear 74T Ring gear 108T
Planetary Pinion 16T Planetary Pinion 22T Planetary Pinion 24T
Sun gear 58T Sun gear 30T Sun gear 60T
KNOWN VEHICLE APPLICATIONS
YEAR VEHICLE MODEL ENGINE SIZE TRANS I.D.
02 FREIGHTLINER 2.7L 5 CYLINDER DIESEL 722.681
05 DODGE SPRINTER 2.7L 5 CYLINDER DIESEL 722.681
01 S 430 4.3 V-8 722.632

PLANETARY TOOTH COUNTS CHART "B" TYPICAL V-8 MODELS

Front Planetary Figure 4 Center Planetary Figure 5 Rear Planetary Figure 6
Ring gear 78T Ring gear 74T Ring gear 90T
Planetary Pinion 14T Planetary Pinion 22T Planetary Pinion 19T
Sun gear 50T Sun gear 30T Sun gear 50T
KNOWN VEHICLE APPLICATIONS
YEAR VEHICLE MODEL ENGINE SIZE TRANS I.D.
98 E 430 4.3 V-8 722.623
98 CL 500 5.0 V-8 722.620
00 S 500 5.0 V-8 722.633

Note: Chart A and B both have 4.3 V-8 models that have
two complete different ratios that are not interchangeable

Figure 2
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 84
SLIDE

PLANETARY TOOTH COUNTS CHART "C" TYPICAL 6 CYLINDER MODELS

Front Planetary Figure 4 Center Planetary Figure 5 Rear Planetary Figure 6
Ring gear 78T Ring gear 70T Ring gear 87T
Planetary Pinion 14T Planetary Pinion 18T Planetary Pinion 16T
Sun gear 50T Sun gear 34T Sun gear 54T
KNOWN VEHICLE APPLICATIONS
YEAR VEHICLE MODEL ENGINE SIZE TRANS I.D.
97 E 320 3.2 Liter 6 722.605
97 C 280 2.8 Liter 6 722.604
98 E 320 3.2 Liter 6 (12 plug) 722.607
99 C 280 2.8 Liter 6 722.606

Figure 3

Automatic Transmission Service Group

 “2007” SEMINAR INFORMATION 85
SLIDE
FRONT PLANETARY ASSEMBLY

SUN GEAR PLANETARY PINION

POSSIBLE TOOTH COUNTS POSSIBLE TOOTH COUNTS
58/50 16/14

RING GEAR
POSSIBLE TOOTH COUNTS
90/78

Copyright © 2007 ATSG

Figure 4
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 86
SLIDE
CENTER PLANETARY ASSEMBLY

PLANETARY PINION
POSSIBLE TOOTH COUNTS
22/18

RING GEAR
POSSIBLE TOOTH COUNTS
74/70

SUN GEAR
POSSIBLE TOOTH COUNTS
30/34

Copyright © 2007 ATSG

Figure 5
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 87
SLIDE
REAR PLANETARY ASSEMBLY

SUN GEAR
POSSIBLE TOOTH COUNTS
60/50/54

PLANETARY PINION
POSSIBLE TOOTH COUNTS
24/19/16

RING GEAR
POSSIBLE TOOTH COUNTS
108/90/87

Copyright © 2007 ATSG

Figure 6
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 88
SLIDE
BMW ZF5HP24
BUZZING OR DRONING NOISE FROM BELL HOUSING

COMPLAINT: Some V-8 BMW models equipped with the ZF5HP24 transmission may exhibit a buzzing or
droning noise coming from the bell housing area of the transmission. This noise may sound
like a pressure inbalance from the volume control valve in the pump or may even sound like
a torque converter that is about to fail.

CAUSE: The cause of this problem is typically a valve resonance coming from the oil separator which
happens to be located at the back of the intake plenum, right above the bell housing. It can be
compared to the noise we have had on the 4EAT in the Ford Escort with the dirty PCV valve.
TESTING: To verify if this is the problem with this vehicle, start the engine and wait for the
noise to start, remove the oil filler cap and see if the resonance goes away. If it does the oil
separator will need to be replaced.

CORRECTION: To correct this condition refer to Figure 1 to locate the oil separator and replace it. Due to the
part number differences for the different models, you will need to contact your local dealer
for the replacement part number.

Special thanks to Dino at Lee Miles

Automatic Transmission Service Group

“2007” SEMINAR INFORMATION 89
SLIDE
INTAKE PLENUM

OIL SEPARATOR

Copyright © 2007 ATSG

Figure 1
Automatic Transmission Service Group
 “2007” SEMINAR INFORMATION 90
SLIDE
ZF5HP24
DELAY OR SLIPPING FORWARD AND/OR REVERSE/ 5-4 KICK-DOWN FLARE
COMPLAINT: ZF5HP24 transmissions may exhibit a slipping or delayed engagement into reverse and or
drive before and after overhaul. A flare on a kick down shift to 4th may also occur.

CAUSE: Inside the lower rear valve body there are two hard plastic damper pistons (Figure 3), one for
the A clutch and the other for the C clutch. The A clutch is used for forward while the C clutch
is used for reverse (Figure 2). The original design has a center pedestal at the bottom of the
piston which punches out over time causing a leak in their respective circuits (Figure 1).
Damage to the A or C clutch may occur and if the valve body is not disassembled during the
re-build, the original complaint will remain.

In a past ATSG seminar (2003) we have noted that the EDS 5 solenoid pressure circuit has a
rubber damper (bladder) in the channel plate that ruptures causing a dumping to neutral on
medium to heavy throttle take off and/or a neutralizing during a 5-4 kick-down shift (Figure
4). Many kits come through with a new bladder to be used when rebuilding the unit.

CORRECTION: The punched out piston will need to be replaced. There is now an updated piston which
eliminates the original bottom center pedestal stop (Figure 1). The new design piston has a
split pedestal which has been increased slightly in thickness and diameter. The original ZF
part number remains the same when ordering from an authorized ZF distributor for all
models except Audi. They have an aluminum version that resembles the first design. Both the
updated hard plastic design split pedestal stop and the aluminum single center pedestal stop
damper pistons are dimensionally the same and will interchange. The major difference is
price. The aluminum wholesales at approximately $ 27.00 while the hard plastic wholesales
at approximately $ 4.00.
SERVICE INFORMATION:
Updated Damper Piston.............................................................ZF Part # 1058-327- 017
Audi Aluminum Piston...............................................................ZF Part # 1058-327-087

Original Damper Piston Updated Damper Piston

with center pedestal with a strengthened
that punches out split pedestal

Copyright © 2007 ATSG

Figure 1
Automatic Transmission Service Group
 "B" CLUTCH
"C" CLUTCH "E" BRAKE
"A" CLUTCH

"D" BRAKE "F" BRAKE

LOW SPRAG

APPLICATION CHART

Figure 2
SLIDE
ZF-5HP-24

"A" "B" "C" "D" "E" "F" LOW GEAR

GEAR CLUT CLUT CLUT BRAK BRAK BRAK SPRAG RATIO
PARK ON
REV ON ON 4.10:1
NEUT ON

Automatic Transmission Service Group

D-1ST ON HOLD 3.57:1
D-2ND ON ON 2.20:1
D-3RD ON ON 1.51:1
“2007” SEMINAR INFORMATION

D-4TH ON ON 1.00:1
D-5TH ON ON 0.80:1
M-1 ON ON HOLD 3.57:1

Copyright © 2007 ATSG

91
 “2007” SEMINAR INFORMATION 92
SLIDE
ZF-5HP-24 LOWER REAR VALVE BODY

10
55
F1 42
_N 7
1 04
7

Shift Solenoids (MV)

ZF No. 0501 315 942
(3 Required) Regulator Solenoids (EDS)
ZF No. 0760 130 014
(4 Required)

Damper C Piston
8
7
Pressure Solenoid (EDS)
6 ZF No. 0260 130 021
5 (1 Required)
4
10
55
42
3
70
46
2
13
97

Damper A Piston

1. "A" Clutch Accumulator Line-Up (D-A).

2. Shift Valve Number 1 (SV-1).
3. Shift Valve Number 2 (SV-2).
4. Shift Valve Number 3 (SV-3).
5. Switch Valve For "D" Clutch (ABSCH-V-D).
6. Clutch Valve "D" Line-Up (KV-D).
7. Reverse Gear Valve Line-Up (RG-V).
8. "C" Clutch Accumulator Line-Up (D-C). Copyright © 2007 ATSG
Figure 3

Automatic Transmission Service Group

 93

Lory's Transmission
Parts
 “2007” SEMINAR INFORMATION 94
EDS-5 EDS-5 SOLENOID OPERATION
Accumulator
Plug
"A" CLUTCH

ORIFICE KV-A
IN PLATE
ORIFICE

X
D-A

(Partial Channel Plate View)

ORIFICE

Damper A Piston FROM PUMP

FROM MODULATING (PUMP OUTPUT)
VALVE (BASED ON EDS-1)

ORIFICE

PRESSURE CONTROL
EDS 1 SOLENOID

MOD-V
ABSCH.-V-A
ORIFICE
X
X
X
FROM SV-3
TO SPRING SIDE
OF PRESSURE X
REGULATOR VALVE

FROM PRESSURE
REGULATOR VALVE EDS FORWARD RANGES
FROM MANUAL

5
A ruptured bladder can dump EDS solenoid
VALVE

pressure on medium to heavy throttle shutting X

down the A clutch pressure circuit

DAMPER ASSEMBLY
FOR EDS 5

EDS 5 is used to prevent the ABSCH.-V-A, which is the switch valve for the A clutch, from
stroking against its spring. Its use is mainly for forward engagement and a 5-4 downshift.
Copyright © 2007 ATSG
Figure 4

Automatic Transmission Service Group

 95

AVI
 96

Raybestos
 IBC

TTXE
 BC

Techpak