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Helpful Hints
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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45RFE
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Quick Learn Procedure
Clutch volume index (CVI) represents the volume of fluid needed to stroke the clutch return spring. The programming of the TCM allows it to constantly monitor the time it takes to fill the clutch. If the TCM detects a longer or shorter than normal shift, it will try to make the necessary adjustments to the solenoids through modulating the duty cycle. By doing this, the TCM can keep the shift quality consistent over the life of the vehicle.
L/R Clutch Volume is updated when doing a 2-1 or 3-1 manual down shift to a lower gear with the throttle angle below 5°. Transmission temperature must be above 110°F. The clutch volume should be between 82-134.
2C Clutch Volume is updated when doing a 3-2 kickdown shift with the throttle angle between 24° and 54°. Transmission temperature must be above 110°F. The clutch volume should be between 25-64.
Overdrive Clutch Volume is updated when doing a 2-3 upshift with the throttle angle below 5° and 54°. Transmission temperature must be above 110°F. The clutch volume should be between 25-64.
4C Clutch Volume is updated when doing a 3-4 upshift with the throttle angle between 5° and 54°. Transmission temperature must be above 110°F. The clutch volume should be between 30-64.
Underdrive Clutch Volume is updated when doing a 4-3 kickdown shift with the throttle angle between 20° and 54°. Transmission temperature must be above 110°F. The clutch volume should be between 44-92.
Concern: The transmission does not shift smoothly. This condition may occur even after a quick learn procedure has been completed. The 45RFE transmission adapts to its mechanical tolerances by learning the clutch volume indexes (CVIs) as well as the duty cycle and other parameters that control shift quality. Performing a quick learn will simply reset all transmission adaptive values to factory preset values and it will exercise the transmission clutches to learn an approximate value for the clutch CVIs.
Quick learn should not be used as a remedy for shift quality complaints. Quick learn resets more than learn parameters to their preset values and will require them to be relearned.
Quick learn should only be used when a transmission has been replaced or overhauled, or when the transmission control module has been replaced or flashed. Once quick learn is performed, an initial drive evaluation should be performed to determine if the transmission is shifting smoothly.
The first step is to verify that the shifter linkage is adjusted properly and that the CHECK PRNDL fault (code 28) isn't present.
A misadjusted shifter will not set code 28. A misadjusted shifter cable will, however, cause poor 2-3-shift quality.
It is critical that the PRNDL code be overdrive when the shifter is in the overdrive position gate. Use a scan tool to confirm that the correct code is present. If the shifter has a temporary code (t3 or T4) in the overdrive shifter position, then this is the most likely cause for consistent poor 2-3-shift quality. If the linkage is out of adjustment, then adjust the shifter cable.
Perform the portion of the following 45RFE Quick Learn Procedure that will learn the specific shift characteristic for the shift problem in question.
Procedure to Learn a Smooth 1st Neutral to Drive Shift
Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the 1st N-1 UD CVI.
NOTE: The transmission oil temperature must be between 80°-110°F (27°-43°C).
Start the engine only when the engine and ignition have been off for at least 10 minutes.
With the vehicle at a stop and the service brake applied, record the UD CVI while performing a Neutral to Drive shift. During the shift, the UD CVI will temporarily show a different value, which is the 1st N-1 UD CVI. The 1st UD CVI account for air entrapment in the UD clutch that may occur after the engine has been off for a period of time.
Repeat until the recorded 1st N-1 UD CVI value stabilizes.
It is important that this procedure be performed when the transmission temperature is between 80°-110°F (27°-43°C). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily during normal vehicle usage. The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on a scan tool.
Procedure to Learn a Smooth Neutral to Drive Garage Shift
Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the N-1 UD CVI.
Note: The transmission oil temperature must be between 80°-110°F (27°-43°C).
Start the vehicle engine and shift to drive.
Move the vehicle forward to a speed of at least 10 MPH and come to a complete stop.
Perform repeated N-1 shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-1 shift then the normal value shown which is used for 4-3 coastdown and kickdowns. Perform repeated shifts in this temperature range until the UD CVI value stabilizes and the N-1 shifts become smooth.
Procedure to Learn 1st 2-3 Shift After a Restart or Shift to Reverse
Use the following procedure to have the TCM learn the 1st 2-3 shift OD CVI:
Note: The transmission oil temperature must be above 80°F (27°C).
With the vehicle engine running, select reverse gear for over 2 seconds.
Shift the transmission to Drive and accelerate the vehicle from a stop at a steady degree throttle opening and perform a 2-3 shift while noting the OD CVI. During the shift, a different value will appear on the screen, which is the 1st 2-3 OD CVI.
Repeat until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes.
Procedure to Learn a Smooth 2-3 Shift and 3-4 Upshift
Use the following procedure to have the TCM learn the OD and 4C CVIs.
Note: The transmission oil temperature must be above 110°F (43°C).
Accelerate the vehicle from a stop at a steady 15-degree throttle opening and perform multiple 1-2, 2-3 and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI.. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse.
Repeat until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable.
Procedure to Learn a Smooth 4-3 Coastdown and Part Throttle 4-3 Kickdown
Use the following procedure to have the TCM learn the UD shift volume.
Note: The transmission oil temperature must be above 110°F (43°C).
At a vehicle speed between 40-60 MPH, perform repeated 4-3 kickdown shifts.
Repeat until the UD volume becomes somewhat stable and the shift becomes smooth.
Procedure to learn 1st 2-3 shifts after a restart or shift to reverse
Use the following procedure to have the TCM learn the 2C shift volume.
Note: The transmission oil temperature must be above 110°F (43°C).
With a vehicle speed below 30 MPH and the transmission in 3rd gear, perform multiple 3-2 kickdowns.
Repeat until the 3-2 kickdowns become smooth and the 2C CVI becomes stable.
Procedure to Learn a Smooth Manual 2-1 Pulldown Shift as well as a Neutral to Reverse Shift
Use the following procedure to have the TCM learn the LR volume.
Note: The transmission oil temperature must be above 110°F (43°C).
With the vehicle speed around 25-30 MPH in Manual 2nd; perform manual pulldowns to Low or 1st gear at closed throttle.
Repeat until the LR CVI become stable and the manual 2-1 becomes smooth.
Procedure to Learn a Smooth Neutral to Reverse Shift
Perform the following shifts:
Note: The transmission oil temperature must be above 110°F (43°C).
With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.
IF ANY OF THE SHIFTS ARE STILL NOT SMOOTH AFTER THE CLUTCH VOLUME STABILIZES, AN INTERNAL TRANSMISSION PROBLEM MAY BE PRESENT.
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4L60E Tip #1
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Hard 1-2 Shift
Concern:Some 4L60E applications may exhibit a hard 1-2 shift condition.
Cause: This concern may be caused by any of the following conditions:
#8 check ball may not be sealing properly on the spacer plate or it may be missing. This check ball has a tendency to severely peen the spacer plate.
Several DTCs may result in increased line pressure. These include slippage; ration error and several of the solenoid DTCs.
Broken, damaged, or incorrectly installed 1-2 accumulator spring/piston.
Sticking, damaged, or incorrectly installed accumulator valve or spring.
Drill and tap 2-4 servo cover and note the pressure at the cover while making a 1-2 shift. If pressure is present, inspect the 4-3 sequence, 3-4 relay valves. Clean and repair the valves as required.
Calibration was released to address this concern on some 4L60E applications.
4-3 sequence, 3-4 relay valve train sticking.
The most common problem is the spacer plate being damaged by the #8 check ball. Replace or repair the damaged spacer plate.
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4L60E Tip #2
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Grow/Ring Noise with TCC Applied
Concern:Some 2000-up trucks with the 4L60E (M30 RPO) and the 4.8L V-8 (LR4 RPO) may exhibit a drive shaft ringing or growling noise when the TCC is applied at low road speeds. The noise is most prevalent when the engine rpm is between 1000-1500 rpm and the TCC is applied. This condition is most common on the standard cab, manual transfer case models, but it can also occur with other vehicles.
Common Cause: The concern is caused by engine firing impulses, which are transferred and magnified by the drive train.
Repair: A revised PCM calibration is available to repair this condition. The new calibration raises the TCC apply point by about 10 mph. Installing the updated calibration will lower the vehicles fuel economy so the customer should be informed of this prior to installing the new calibration. Use the chart below to identify the correct calibration for your application.
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Axle
Ratio RPO
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Engine
Size RPO
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Model
Year 2000 Cal #
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Model
Year 2001 Cal #
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Model
Year 2002 Cal #
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(GU6)
3.42
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(LR4)
4.8L
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9358360
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9358363
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9358366
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(GT4)
3.73
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(LR4)
4.8L
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9358361
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9358364
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9358367
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(GT5)
4.10
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(LR4)
4.8L
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9358362
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9358365
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9358368
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4R44E
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TCC Concerns
How to Test the System
The easiest way to test the TCC circuit is to know what's happening when the computer is ready to apply the TCC. Once all parameters are met, and the computer is ready to apply the TCC, the TCC solenoid is energized by the computer. Hydraulically, the line pressure is supplied to the coast clutch regulator valve. The coast clutch regulator valve charges the TCC solenoid and now the TCC solenoid pulses the TCC regulator valve to apply the torque converter clutch. To determine whether or not the converter, solenoid or both are causing the problem simply energize the TCC in the stall on the lift, or stationary. This test is simply checking the integrity of the converter and the circuit.
If the Engine Stalls: The converter is capable of locking-up and the valves definitely moved and the problem may be in the regulation of the valves and the performance of the PWM circuit.
If the Engine Does Not Stall: The first thing to check is the solenoid if the solenoid is working then the TCCF charge has a leak in the system, which can be in a number of different areas.
Using your scan tool, locate the parameter that says TCC% and TCCAMACT or TCC RPM on your date screen. These parameters will give you a quick look at the system. TCC% is the amount of duty cycle the computer is commanding the TCC solenoid to pulse, usually this parameter runs between 90% and 100% on your scanner. TCCAMACT is the amount of slip RPM the computer is detecting.
Good Reading
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TCC%
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Varying between 90% and 100%
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TCCAMACT
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Varying between 0-10 RPM
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Bad Reading
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TCC%
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Varying between 90% and 100%
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TCCAMCAT
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Varying higher than 10 RPM and as high as 200 RPM
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Torque converter concerns on 4R44E/4R55E/5R55E have been a constant concern. In recent years, there have been a number of concerns related to torque converter apply as well and No Cooler Flow, Harsh TCC and Soft TCC engagement, No Lock-up or loss of TCC when hot. Diagnosing torque converter problems can be troublesome. The following pages have tips you can use to determine the fix.
Here are some of the common codes that you will get:
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Codes
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Descriptions
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628
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Torque Converter Clutch Slip or Error
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P0740
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Torque Converter Clutch System Problem
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P0741
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Torque Converter Clutch System Performance or Stuck Off
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P0742
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Torque Converter Clutch System Stuck Off
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P0743
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Torque Converter Clutch System Electrical
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P1740
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Torque Converter Clutch Malfunction
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P1741
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Torque Converter Clutch Control Error
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P1742
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Torque Converter Clutch Solenoid Failed On, MIL Lamp On
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P1743
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Torque Converter Clutch Solenoid Failed On, TCIL Lamp On
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P1744
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Torque Converter Clutch Mechanical Noise or Stuck in Off
Position
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4R70W
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Valvebody Separator Plate Changes
Orifice Names
that are found on the Separator Plate
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A
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Forward Clutch Feed
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AA
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TCC Feed
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AB
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Rear Lube
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AC
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Converter Clutch
Apply
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AD
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By-pass Clutch
Control Plunger
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B
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2-3 Shift Valve
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C
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2-3 Accumulator
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D
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Overdrive Servo
Regulator
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F
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Low-Reverse Servo
Release
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G
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Intermediate Clutch
Feed
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H
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3-4 Shift Valve to
Overdrive Regulator Valve
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I
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Reverse Clutch
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K
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Direct Clutch
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L
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Overdrive Servo
Regulator Valve Side
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M
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Main Regulator
Valve
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P
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SS1 Feed
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R
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SS2 Feed
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S
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Solenoid Main Feed
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T
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Intermediate Clutch
from the 1-2 Shift Valve
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U
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B8 Intermediate
Apply
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VV
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Converter
Drain/Lube
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W
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Converter Charge
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Y
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By-pass Clutch
Control
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4T40E
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TCC Surge/Chuggle/Slip at 45-60 MPH
Some 2001 Chevrolet Cavaliers and Pontiac Sunfires have customer complaints of Surge/Chuggle/Slip while cruising between 45-60 mph. The driver may notice a fluctuation between 20-300 RPM on the tachometer. This condition maybe caused by variation in the torque converter clutch slip speed.
In order to test for this condition, this vehicle must have no codes, be at normal operating temperature, with TCC applied, cruising between 45-60 mph. Monitor TCC slip on the scanner. If the TCC slip fluctuates between 20-300 RPM with a duty cycle between 25-50% then command TCC full apply (99% PMW). If this eliminates the concern, re-calibrate the PCM with the appropriate calibration.
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New
Calibration Part Number
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Description
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12216203
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NC1/NF7
Federal/Cal
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12216193
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NM
Leaded Gas
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12216213
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K29
Unleaded Export
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4T65E Tip #1
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2002 Updates
Updated Transmission Fluid Pressure (TFP) Switch
Some 2002 4T65E will receive the updated design TFP while others will use the previous design switch assembly.
Eliminating 3 of the switches previously used altered the updated TFP. In addition, the wiring harness has been changed to accommodate the updated design.
A new switch known as the Internal Mode Switch (IMS) was added. The IMS is a mechanically controlled manual valve position sensor that is mounted internally on the manual valve shift linkage.
Neither the new design TFP nor the IMS can be retrofitted to previous years.
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4T65E Tip #2
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2002 Updates
Updated Spacer Plate and Gaskets
The gaskets are bonded to the "spacer plate assembly" and require that the plate and gasket be changed as an assembly.
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4T65E Tip #3
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Erratic Shifts and Multiple DTC's
Wiring Harness at Transmission Side Cover
Common Cause: Several vehicles, especially the 1997-01 W-body's have a problem with the transmission harness. The harness is too short, causing the harness to be under tremendous stress as engine torque moves the transmission in it cradle mounts. Many times this leads to harness damage as it rubs on the ribs of the side cover. In addition, the connector may be difficult to latch so be sure it is fully latched at the top and bottom of the connector.
The connectors are under severe stress and the receiving pins in the connectors may be damaged leading to pin tension concerns. In addition, it may prevent the weather tight seal on the connector from being properly positioned, which may allow water to penetrate the connector. This may lead to corrosion of the pins. The harness was lengthened on 2002 vehicles to address these concerns.
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4T65E Tip #4
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Will Not Move Forward, Reverse Okay
Concern: 1997 and later 4T65E transmissions may exhibit a condition where the vehicle will not move forward in any range, but it will move backward.
Common Cause: The weld attaching the sun gear to the reaction sun gear drum is breaking. Porosity in the weld causes the weld to fracture. This allows the sun gear to spin in the reaction drum as torque is applied to the gear set.
Testing: To identify if a broken sun gear is responsible for the concern, unplug the transmission electrical connector (failsafe is 3rd gear), place the transmission in OD range. If the vehicle now moves forward, the sun gear weld is broken.
Repair: Replace the reaction sun gear drum assembly.
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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4T80E
|
No Start After Transmission Repair Replacement
Concern: This condition may occur while using transmission test boxes/tools to diagnose the unit or if the incorrect transmission was installed in the vehicle.
Common Cause: Several late model 4T65E/4T80E models utilize an internal mode switch (IMS) mounted within the transaxle. One of the functions of the IMS is to act as a neutral safety switch. When the transaxle is unplugged or when the IMS or its wiring is damaged/faulty a "No Start" condition will occur. All IMS model units utilize a feature known as "PCM Controlled Start" which means if the voltage sequence created by the IMS is not correct, the PCM will inhibit operation of the starter relay.
Repair: Check the Transaxle connector; make sure it is plugged in securely. If another unit replaced the transaxle, check the model code to be sure it is the correct model for your application. To diagnose the IMS, monitor the IMS voltage values with a meter or with a scan tool. Use the chart to isolate the cause.
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
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5R44E
|
Shift Concerns with Adaptive Shift Strategy
Adaptive shift strategy, although fairly new to Ford, has been around for quite some time now. The new 2001 5R44E/55E and 5R55N/55W are equipped with the adaptive strategy and it is important to understand the conditions needed for proper shift timing. The adaptive strategy is also used for adjusting the pressure control system. When power is lost to the Powertrain Control Module (PCM) the transmission shifts are affected and may cause damage if precautions are not taken.
The reasons for shift adaptive electronic pressure control strategy are as follows:
Better control over shift events.
Maintain high mileage durability.
Reduce unit variation from vehicle to vehicle.
Provide consistent shift feel over the life of the vehicle.
Reasons for power loss to the PCM are as follows:
Vehicle battery disconnected or battery drain.
An updated calibration installed to the Powertrain Control Module.
Keep a live power lost to the Powertrain Control Module while the battery is still connected (bad relay, fuse, wiring, PCM).
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45RFE |
4L60E Tip 1 |
4L60E Tip 2 |
4R44E |
4R70W |
4T40E |
4T65E Tip 1 ||
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4T65E Tip 2 |
4T65E Tip 3 |
4T65E Tip 4 |
4T80E |
5R44E |
MP6 ||
|
MP6
|
Harsh or Erratic Shifts, No Gear, Multiple Codes
Common Cause: These symptoms can be caused by iron sediment that migrates through the valvebody assembly causing the actuators to seize or be sluggish. This was a manufacturing problem and the sediment was not cleaned out properly.
The areas of contamination are as follows:
Actuator valve assembly
Valvebody assembly
Clutch housings and case
Pump gear hub and drain hole
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