September 2009

(1)

FOR THE TRANSMISSION REBUILDING INDUSTRY

TM

SEPTEMBER 2009

A

_{Fast Fix}

for the

Allison LCT 1000

A Flash From the Past

4F50N Slips in 2nd or 3rd

Seal Aftermarket Products

A

(2)

Sonnax

Introduces TF

-60SN

*

_Solutions!

More information is available

at

at www.sonn www.sonnax.coax.comm

*

*Fits BMW 6F21WA & VW/Audi 09G, 09K, 09M.Fits BMW 6F21WA & VW/Audi 09G, 09K, 09M.

PROBLEM

_SOLUTION

_T_T_o_o_ol_ol_R_R_eq_eq_ui_ui_re_re_d_d _Pa_Pa_rt_rt_N_N_um_um_be_be_r_r

• Delayed engagements

1.

1. _{Accumulator Piston Kit}_{Accumulator Piston Kit} 15741-14K 15741-14K

• Slipping in forward gears

• Slipping in forward gears Five Locations Five Locations

•

•DTC’s for excess shift time/engine RPMDTC’s for excess shift time/engine RPM _2._2.

Solenoid Modulator Valve Kit

Solenoid Modulator Valve Kit F-15741-TL18F-15741-TL18 15741-18K 15741-18K

• Slippage or shock on kickdown

• Slippage or shock on kickdown & VB-FIX& VB-FIX Two Locations Two Locations

•

•RPM surging on coast/light accelerationRPM surging on coast/light acceleration

3.

3. _{Lockup Clutch Control Valve Kit}_{Lockup Clutch Control Valve Kit} F-15741-TL29,F-15741-TL29, 15741-29K 15741-29K

• Harsh downshifts

• Harsh downshifts & VB-FIX& VB-FIX

• Flare upshifts or downshift-bind-ups

• Flare upshifts or downshift-bind-ups 4.4. _{K3 Clutch Control Valve Kit}_{K3 Clutch Control Valve Kit} F-15741-TL8F-15741-TL8 15741-08K 15741-08K

• Excess clutch overlap & distress

• Excess clutch overlap & distress 5.5. _{K2 Clutch Control Valve Kit}_{K2 Clutch Control Valve Kit} F-15741-TL5F-15741-TL5 15741-05K 15741-05K

• Pressure control out of range codes

• Pressure control out of range codes 6.6. _{K1 Clutch Control Valve Kit}_{K1 Clutch Control Valve Kit} F-15741-TL25F-15741-TL25 15741-25K 15741-25K

• Harsh downshifts

• Harsh downshifts _7._7.

B1 Band Control Valve Kit

B1 Band Control Valve Kit F-15741-TL22F-15741-TL22 15741-22K 15741-22K

• Flare on 1-2, 2-3 & 5-6 upshift

• Flare on 1-2, 2-3 & 5-6 upshift & VB-FIX& VB-FIX

•

•Overheating fluid, bushing & converterOverheating fluid, bushing & converter _8._8.

Secondary Regulator Valve Kit

Secondary Regulator Valve Kit F-15741-TL11F-15741-TL11 15741-11K 15741-11K

• Harsh reverse

• Harsh reverse engagementengagement & VB-FIX& VB-FIX

• Excess pressure in reverse

9.

9. _{Main Pressure Regulator & Boost Assembly}_{Main Pressure Regulator & Boost Assembly} F-15741-TLF-15741-TL 15741-01K 15741-01K

• Fluid & converter lining overheat

• Fluid & converter lining overheat & VB-FIX& VB-FIX

• Shift complaints associated

10.

10. _{End Plug Kit}_{End Plug Kit} 15741-35K 15741-35K

with circuit pressure loss

with circuit pressure loss 15741-36K 15741-36K

& VB-FIX & VB-FIX & VB-FIX & VB-FIX & VB-FIX & VB-FIX F-15741-TL29PL F-15741-TL29PL Upper Valve Upper Valve Body #1 Body #1 Lower Lower Valve Body Valve Body Middle Middle Valve Body Valve Body 1. 1. _1._1. 2. 2. 3. 3. 4. 4. 7. 7. 5. 5. 6. 6. 2. 2. 8. 8. 9. 9. 5 Sma 5 Small,ll,9mm 9mm 5 Large 5 Large,,11mm 11mm Upper Valve Upper Valve Body #2 Body #2

(3)

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32

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34

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40

40 TRETRENChNChREPREPORORTS:TS:AMlAMle-he-hSteStep—p—by Dennis Madden by Dennis Madden

46

46 8E8EduducacatntnDDayaysasatAtATRTRAA——by Tiffany Susan by Tiffany Susan

48

48 MEMMEMBERBERShiShiPMAPMATTETTERS:CRS:CustustomeomerSarSatsftsfactactonon::

O

OnneeCCuussttoommeerr aatt aaTTmmee——by Kelly Hilmer by Kelly Hilmer



DEPARTMENTS

2

2 FROFROMThMThECEECEO:OnO:OneSeSzeDzeDoesoesn’tn’tFtAFtAll…—ll…—by Dennis Madden by Dennis Madden

50

50 AATTRRAANNeewwss

52

52 PoPowewertrtrarannininduduststryNryNewewss

57

57 SSopoppepersrsanandCdClalassssffeded

64

64 LLststoofAfAdvdvererttsesersrs

G

EARS

The views expressed in this publication should not necessarily be interpreted as The views expressed in this publication should not necessarily be interpreted as the official policy of the Automatic Transmission Rebuilders Association (ATRA). the official policy of the Automatic Transmission Rebuilders Association (ATRA). Publication of product information or any advertising does not imply Publication of product information or any advertising does not imply recommenda-tion by ATRA.

tion by ATRA.

GEARS

GEARS ™™, a publication of ATRA, 2400 Latigo Avenue, Oxnard, CA 93030,, a publication of ATRA, 2400 Latigo Avenue, Oxnard, CA 93030, is published for the betterment of the transmission industry and is distributed is published for the betterment of the transmission industry and is distributed nine times per year. No part of this issue may be reproduced without prior written nine times per year. No part of this issue may be reproduced without prior written permission of the publisher.

permission of the publisher.GEARS GEARS _{is distributed to members of the transmis-}_{is distributed to members of the} transmis-sion industry in the United States, Canada, ATRA Members in Mexico & Europe, sion industry in the United States, Canada, ATRA Members in Mexico & Europe, and related automotive industry firms and individually. Send changes of address and related automotive industry firms and individually. Send changes of address to

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GEARS _{considers all articles for publication that contribute positively to the}_{considers all articles for publication that contribute positively to the} welfare of the transmission industry, and reserves the right to edit all articles it welfare of the transmission industry, and reserves the right to edit all articles it publishes. If you would like to submit an article to

publishes. If you would like to submit an article toGEARS GEARS _{, include background}_{, include background} information about the author and a telephone number where he/she may be reached. information about the author and a telephone number where he/she may be reached. If you want submissions returned, enclose a self-addressed, stamped envelope. If you want submissions returned, enclose a self-addressed, stamped envelope.

C

ChhiieeffEExxeeccuuttiivveeOOffffiicceerr Dennis MaddenDennis Madden

M

MaannaaggiinnggEEddiittoorr Rodger BlandRodger Bland

T

Teecchhnniiccaall DDiirreeccttoorr Lance WigginsLance Wiggins

A

Addvveerrttiissiinngg Frank PasleyFrank Pasley

SeniorDesigner

SeniorDesigner Jeane Jeanette tte TroubTroub

ContributingEditors

ContributingEditors Steve BodofskySteve Bodofsky

Tiffany Susan

Tiffany Susan Paul MathewsonPaul Mathewson

Thom Tschetter

A

ATTRRAATTeecchhnniiccaall SSttaaffff Bill BraytonBill Brayton

Mike

Mike Brown Brown Steve Steve GarrettGarrett

Pete

Pete Huscher Huscher Jon Jon RodriguezRodriguez

Randall

Randall Schroeder Schroeder Dave Dave SkoraSkora

Mike Souza

DirectorofMembership&ITSvc

DirectorofMembership&ITSvc Kelly Hilmer Kelly Hilmer

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ABLE OF

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On The Cover: Seal Aftermarket Products, On The Cover: Seal Aftermarket Products,

A Company Y

A Company You Can Count Onou Can Count On (Paid Advertisement) (Paid Advertisement)

Page 16 Page 16

(4)

O

ver the last year or two we’vever the last year or two we’ve

talked a lot about the concept

of

of Need-Do Need-Do. We discussed it. We discussed it

in the last issue of

in the last issue of GEARS GEARS ..

But the Need-Do term creates a

specific problem. Because, to

under-stand the concept, it’s important to

stand the concept, it’s important to

understand what we mean when we use

the word

the wordneed need ..

To most transmission shops, the

term

term need need as practiced throughout theas practiced throughout the

‘80s and ‘90s was based on the idea

that, when a customer has some type of

transmission problem

transmission problem, his , his need is to getneed is to get

it fixed. And, in many cases it would

take more than just a simple patch job;

for any lasting solution, the customer

needed his transmission rebuilt.

And that was the challenge: to

convince

convince the customer that hethe customer that he needed needed

a rebuilt transmission, and that you

were the one with the expertise to do

it right. The

it right. Theneed need in this scenario is thein this scenario is the

transmission; it’s what the customer

needs

needs to get back on the road, troubleto get back on the road, trouble

free and with peace of mind. There

are books, videos and training classes

available that’ll cover everything from

phone

phone techniques to techniques to the the final final deliverydelivery,,

all for the purpose of answering this

one, simple question: How do we sell

the product we offer?

Sales technique is a common

discussion topic on ATRA's

discussion topic on ATRA's What’sWhat’s

Working

Working forum, and in many cases theforum, and in many cases the

discussion gets framed as “here’s what

works for me.” Sometimes there are

disagreeme

disagreements on nts on what works.what works.

As various sales techniques are

bantered about, the impli

bantered about, the implication of salescation of sales

ability

abilitymay enter the discussion. Thesemay enter the discussion. These

discussions have benefited a lot of shop

owners and helped them find ways to

sell more work. But they’re still sales

techniques based on “broken car = need

transmission.”

This is where we’re taking a

radi-cal departure in our use of the word

cal departure in our use of the word

need

need . Need no longer refers to a spe-. Need no longer refers to a

spe-cific repair; in fact, as far as our use of

cific repair; in fact, as far as our use of

the word goes, no one

the word goes, no one needsneeds a rebuilta rebuilt

transmission.

For our purposes, need addresses

a very personal issue. It’s not the

a very personal issue. It’s not the trans-

mission itself; it’s about how that

trans-mission problem affects the consumer.

mission problem affects the consumer.

For some people that need involves

get-ting to work every day. For others it’s

ting to work every day. For others it’s

about mobility… freedom… even

secu-rity. The transmission problem may be

rity. The transmission problem may be

standing in the way of that need, but

the ultimate need is far more personal

than a pile of nuts and bolts, or bands

and clutches.

For years, advertisers have been

using a similar concept for

using a similar concept for selling their selling their

products. They call it

products. They call it thethe benefit benefit . Sure,. Sure,

one laundry detergent might get your

whites whiter or your colors brighter.

But in the end, the benefit is about

more personal issues: You’ll be proud

of yourself… your family will love you

more… the neighbors will have greater

respect for you… or you’ll have more

money left after buying their product.

The true benefit is always more

per-sonal than just how well their detergent

sonal than just how well their detergent

cleans your clothes.

That’s what we mean when we talk

about the

about the need need in Need-Do. It’s aboutin Need-Do. It’s about

discovering the personal needs of your

customer (now caused by the broken

transmissions), and doing it for him.

What’s even more important to

consider is that one size rarely fits all;

that one customer’s need often won’t

have any interest to another customer.

There are regional differences between

customers and their needs, and even

between individuals

between individuals who who share share similar similar

backgrounds.

I was recently talking to John King,

an ATRA Member with two shops in

the Portland, Oregon area. John came

to last year’s Expo and went home with

a greater appreciation for identifying

the needs of his customers. He decided

to make a real effort to discover what

those personal needs might be.

What John discovered was that his

customers’ needs tended to vary greatly

between his two shops. In one shop the

customers’ needs were usually

cost-oriented: Most of those

oriented: Most of those customers werecustomers were

looking for the lowest price,

looking for the lowest price, period. Butperiod. But

in the other shop, the average customer

was more concerned with job quality

and warranty issues. Price was

second-ary for them.

ary for them.

Recognizing these differences

enabled John to use entirely different

sales procedures for his two shops…

procedures

procedures that that took took the the customers’customers’

individual needs into

individual needs into account.account.

The lesson is that one solution

won’t fit every shop. What works for a

shop in New York City may not help at

all in Salt Lake City. As John King

dis-covered, there can be dramatic

covered, there can be dramatic

differ-ences between the needs of customers

ences between the needs of customers

who are separated even by just a few

miles. You just have to figure out what

those needs are.

This important consideration, and

how to address it, is your

how to address it, is your need need . Your . Your

do

do will be waiting for you at Expo:will be waiting for you at Expo:

The management track will centered

around examining specific techniques

for identifying your customers’ needs,

and discovering ways to address them. I

look forward to seeing you

look forward to seeing you there.there.

FROM

THE

CEO

by Dennis Madden

www.a

tra

.co

m

One Size

D

o

e

s

n

’

t

Fit All…

SPEAKER

(5)

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(6)

A Fast Fix for the Allison LCT 1000

M

ost Duramax trucks areost Duramax trucks are

bought

bought to to do do work. work. MostMost

of the time they do and

they keep doing it for a long time.

Occasionally, one will fail due to

bro-ken 4X4 extension housing. When this

ken 4X4 extension housing. When this

happens, you lose forward and reverse

operation, and some oil, too.

To repair this, you’ll need a new

or preferably updated 4X4 extension

housing (29536309). GM and Allison

recommend you repair this with the

transmission removed. The

recom-mended service and repair

mended service and repair

informa-tion is available from Allison, Alldata,

tion is available from Allison, Alldata,

OnDemand and some GM shop

manu-als. The obvious reason is to place the

als. The obvious reason is to place the

unit with the bellhousing down, to

make it easier to install and inspect the

unit and adjustments for the B5 clutch

and geartrain endplay.

In addition, there’s also the

pos-sibility of finding other parts that are

sibility of finding other parts that are

damaged or worn, such as worn planet

washers, cracked or worn thrust

wash-ers, or

ers, or glazed frictions. Until somethingglazed frictions. Until something

like the extension housing breaks, you

by David Skora

Figure 1: LCT 1000 mounted on a dyno for the purpose of this article. Figure 1: LCT 1000 mounted on a dyno for the purpose of this article.

A

Fast Fix

for the

Allison LCT 1000

(7)

GEARS

GEARS September September 2009 2009 

may never know what other damage

may be lurking inside. These

transmis-sions can withstand a lot of abuse and

sions can withstand a lot of abuse and

still operate correctly, even with bad

parts.

Since every situation is different,

you’ll need to consider the damage you

can see and the damage you can’t (such

as the P2 planet, C4 clutch, C5 clutch,

intermediate shaft and related thrust

washers) that could be affected. This

may be a good time to suggest other

upgrades or a complete overhaul.

Take a look at the back end or the

geartrain and decide if an in-vehicle

repair is acceptable (figures 1, 2 and

3). The following procedures could be

used to install and set up a replacement

4X4 extension housing with the main

transmission housing mounted in the

vehicle.

Keep in mind the C5 clutches,

return springs, and the P3 planetary

thrust bearings will be the critical items

to examine during reassembly. Check

the C5 clutch clearance if you’re

chang-ing the C5 clutch components or the C5

ing the C5 clutch components or the C5

clutch apply piston. Perform the

geart-rain endplay check and adjustments

rain endplay check and adjustments

with the

with the transmission assembled.transmission assembled.

•

• Position Position the the truck truck so so the the frontfront

of the vehicle is about 2"–4"

lower than the rear.

•

• Move Move the the shift shift selector selector toto

drive. (Note CAUTION)

•

• Support Support the the main main case case so so youyou

can raise or lower the

trans-mission as needed.

mission as needed.

•

• Remove Remove the the transfer transfer case case fromfrom

what’s left of the extension

housing.

•

• Raise Raise the the rear rear slightly.slightly.

•

• Carefully Carefully remove remove whatever whatever isis

left of the extension

hous-ing, which usually includes

ing, which usually includes

the output shaft and P3 planet

carrier.

•

• Remove Remove the the extension extension housinghousing

bolts to remove the remaining

part

part of of the the extension extension hous-

hous-ing, along with the C5 apply

ing, along with the C5 apply

piston.

piston. The The C5 C5 return return springspring

assembly and park pawl will

try to interfere with this, so

watch them.

Figure 2: View of back end with everything in place. Figure 2: View of back end with everything in place.

Figure 3: View of back end with things out of place. Figure 3: View of back end with things out of place.

P3

(8)

CAUTION — Be careful with

the park pawl while removing the

extension housing. It will help to

move the shifter to drive. The park

pawl may try to

pawl may try to come off witcome off with exten-h

exten-sion housing. At the same time, the

sion housing. At the same time, the

return spring, which is anchored in

the rear of the case, will try to

hold onto to the extension housing.

To avoid breaking the return spring,

unhook the spring from the park

pawl. If

pawl. If you try you try removing the springremoving the spring

from the rear of the case, the spring

will probably break (figure 2).

Before going any further,

exam-ine the back end of the unit. If it

ine the back end of the unit. If it

looks like figure 2, it may be your

lucky day. If it looks more like figure

3, the intermediate shaft, P3 sun gear,

or P2 ring gear have shifted farther

back.

back. YYou ou will will need need to to check check for for

mislocate

mislocated thrust d thrust bearings or damagebearings or damage

(figure 4).

NOTE

NOTE — — Figure Figure 5 5 shows shows thethe

rear of the LCT with as much of the

geartrain as can be removed from the

rear of the case.

Depending on the damage, you

should also remove the P3 planet

carrier, bearings, output shaft, and C5

clutches and inspect them for damage

or debris.

Once these are out of the way,

inspect the P3 sun gear and ring gear,

main shaft, related bearings, case,

park

park pawl, pawl, etc., etc., for for damage damage or or fur-

fur-ther problems. Use your judgment to

ther problems. Use your judgment to

decide if any other internal parts

decide if any other internal parts havehave

been damaged.

There are some things to check

before

before reinstalling the reinstalling the housing, housing, startstart

with the C5 clutch endplay: The

endplay is ba

play is based on the sed on the distance bdistance betweenetween

the reaction plate at the back of the

C5 clutch stack and the rear flange at

the rear of the case. If you’re able to

use the original clutch stack and the

C5 apply piston, the clutch clearance

will be the same.

If you’ve changed the C5 apply

piston,

piston, make make sure sure the the height height aboveabove

the extension housing is the same

as the original. If so, you’ll have the

same clearance as before. If you’ve

had to change any of the C5 clutch

stack or the apply piston height is

different, you should measure the

distance from the clutch reaction

plate

plate to to a a straightedgstraightedge e across across thethe

rear flange of the case

rear flange of the case (figure 6).(figure 6).

The only procedure we can’t

perform

perform using using the the factory factory method method isis

the endplay. Technically the endplay

is checked with the unit assembled

and positioned with the bellhousing

on a stand. To check it, you have to

pry

pry the the PTO PTO gear gear up up and and down, down, withwith

a dial indicator measuring the input

shaft movement. It should be between

0.0110"–0.0610".

Figure 4: View of P1/P2 planet assembly and thrust washers. Figure 4: View of P1/P2 planet assembly and thrust washers.

Figure 5: View of LCT 1000 with rear geartrain removed. Figure 5: View of LCT 1000 with rear geartrain removed.

(9)

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Motorcraft

(10)

Here’s an alternate

method:

•

• TTemporarily emporarily assem-

ble the planet

assemblies

blies and and intermedi-

intermedi-ate shaft with the rear

ate shaft with the rear

gasket in the case.

•

• Install Install the the 4X4 4X4 exten-

exten-sion housing with the

sion housing with the

C3 planet carrier and

output shaft installed.

Don’t tighten the

output shaft flange nut.

put shaft flange nut.

•

• Remove Remove PTO PTO cover cover

or the Turbine Speed

Sensor.

•

• Use Use a a rubber rubber or or plas-

plas-tic hammer to tap the

tic hammer to tap the

output shaft forward,

to seat or zero-out

the shafts, thrust

bearings

bearings and and washer washer

clearances.

•

• Set Set a a dial dial indicator indicator

against the end of the

output shaft and zero

it.

•

• Use Use a a pry pry bar bar to to pry pry thethe

PTO gear back to get a

measurement.

Adjust the endplay by

chang-ing the selective shim between

ing the selective shim between

the output shaft spacer in front of

the ball bearing, inside the 4X4

extension housing.

•

• Remove Remove the the componentscomponents

used to check the endplay.

•

• Install Install the the geartrain, geartrain, clutch-

clutch-es and shafts.

es and shafts.

•

• Install Install the the correct correct endplayendplay

washer.

•

• Install Install the the C5 C5 spring spring retain-

retain-er with plenty of assembly

er with plenty of assembly

grease to hold it.

•

• Install Install the the park park pawl, pawl, etc.etc.

The back of your LCT 1000

should look like this (figure 7).

There isn’t much more to say,

except tighten the output flange

nut with pin drive wrench J

nut with pin drive wrench J 4376943769

to 40-50 ft-lbs.

Figure 7: Rear of LCT 1000 ready for extension housing. Figure 7: Rear of LCT 1000 ready for extension housing. Figure 6: Checking C5 clutch depth from rear of case. Figure 6: Checking C5 clutch depth from rear of case.

(11)

(12)

F

ord introduced the 5R55W/Sord introduced the 5R55W/S

in 2002, and by now we’ve

become pretty familiar with the

ins and outs of

ins and outs of this unit, some examplesthis unit, some examples

are, slipping in 2

are, slipping in 2ndnd and 5and 5thth gears, or gears, or

binds

binds on on the the 2-3 2-3 shift. shift. WWe e know know toto

check the servo pin bore for wear and

repair it with a

repair it with a sleeve (figure 1).sleeve (figure 1).

Or the famous, no engagement,

slow engagement, or pump noise.

Check the blow-off valve in the pump

and replace it or update it with an

after-market kit (figure 2).

market kit (figure 2).

The ever troublesome, multiple

codes and missing gears? Look for a

broken

broken circuit circuit in in the the solenoid solenoid block block

(figure 3).

And don’t forget the valve body:

It’s important to inspect the valves and

bores very closely for wear (figure

bores very closely for wear (figures 4As 4A

and 4B).

The mystery front seal leak turns

out to be oil coming from the vent.

You can plug the front vent with a cup

STREET

SMART

by Mike Brown

“N” Case You

Didn’t Know

Figure 1 Figure 1 Figure 3 Figure 3 Figure 2 Figure 2

(13)

Rodney says: “I want to thank you for your relentless pursuit of

perfection in the powertrain industry. My grandfather and my dad

used your powertrain products when automatic transmissions were

new technologies. Keep up the great work, and we’ll keep those

trannys changing gears with your great products.”

trannys changing gears with your great products.” The Benefits of Z Pak

The Benefits of Z Pak

•

• Outpe

Outpe

r

forms both

single- and double-sided

OE assemblies in torque

and heat capacity

•

• Improves clutch life

Improves clutch life

•

• Increases

Increases

transmissio

n

durability

•

• Perfect for every rebuild

Perfect for every rebuild

711 Tech Drive, Crawfordsville, IN 47933 • Toll Free: 800-729-7763 • Fax: 765-359-2874 • Email: [email protected]

RZ

RZP-P-0001 01 4L4L6060E E RZRZP-P-00002 2 LLT1T1000000

RZ

(14)

plug (figure 5; refer to bulletin 1164

plug (figure 5; refer to bulletin 1164).).

As time passed this unit has

pre-sented its share of problems; you may

sented its share of problems; you may

have experienced some we haven’t

touched on. But there’s one problem

you might not have heard about yet:

In 2000 Ford introduced the

5R55N. It was only used in the

2000-2002 Lincoln LS, 2000-2002 Thunderbird,

2002 Lincoln LS, 2002 Thunderbird,

and the 2000-2002 Jaguar S-type. It’s

a lot like the 5R55W/S, except the N

model has an intermediate clutch; the

W/S models don’t.

The Problem

This is how the problem

usual-ly shows up: You’ve just finished a

ly shows up: You’ve just finished a

rebuild on a 2001 Lincoln LS, and now

it has erratic shifts, no 3

it has erratic shifts, no 3rdrd gear, and isgear, and is

setting codes P0733 and P0745.

The source of the problem? Inside

the case, under the valve body, there’s

a seal with a spring. What most people

don’t realize is you have to use a

punch

punch and and stake stake the the seal seal to to the the case.case.

You’re probably wondering, “Stake it?

Doesn’t the spring hold it in place?”

No,

No, it it doesn’t. Here doesn’t. Here are are the the exactexact

instructions from the Ford reference

manual:

CAUTION:

CAUTION: _{The intermediate}_{The intermediate}

clutch fluid inlet tube seal and spring

must be correctly seated in the case.

Failure to correctly seat these parts will

cause an internal fluid leak and

trans-mission damage. Use a drift punch to

mission damage. Use a drift punch to

install and seat the intermediate clutch

fluid inlet tube seal and spring into the

case (figure 6).

Why It H

appens

This problem starts during

tear-down, after removing the valve body.

down, after removing the valve body.

The intermediate clutch fluid inlet

tube seal and spring usually just fall

out of the case. This could lead you

to believe the spring holds the seal in

place.

It doesn’t.

Time and heat have caused the seal

to shrink, and that’s where the spring

comes into play. The spring is there to

hold the seal tightly against the clutch

housing.

Some techs have had this

transmis-sion in and out of the car two or three

sion in and out of the car two or three

times before they called the ATRA

HotLine for help, not knowing this

small detail is something that can ruin

“N” Case You Didn’t Know

Figure 4A

Figure 4B

(15)

GEARS

GEARS September September 2009 2009 1313

your day… or even week.

The Fix

To avoid this problem, use a punch

to stake the seal into the case.

After you push the seal down with

your thumb, seat the seal with a punch.

The seal will move about 1/8”–1/16”

more, and that’s all it takes!

So if you have a 5R55N with

erratic shifts, no 3

erratic shifts, no 3rdrd gear, and codesgear, and codes

P0733 and P0745 after a rebuild, make

sure the intermediate clutch fluid inlet

tube seal and spring are fully seated in

the case.

With this tech tip you will be on

top of what's “N” with the 5R55N.

And that's not just smart, that's “Street

Smart.” Smart.” Figure 5 Figure 5 Figure 6 Figure 6

(16)

T

he vehicles involved arehe vehicles involved are

2004-up Fords equipped with

a 4F50N transaxle. The

com- plaint

plaint is is excessive excessive slip slip in in 22ndnd or or 33rdrd

gear; sometimes both.

Upon disassembly, you discover

the 2

the 2ndnd or or 33rdrd gear clutches are badlygear clutches are badly

burnt.

burnt. In In some some cases cases the the transmissiontransmission

continues to slip severely after a rebuild,

and when you remove the unit for a

and when you remove the unit for a second

second _{inspection, the same clutches}_{inspection, the same clutches}

are burnt in a short period of time.

The repair for this problem is the

same as it was for the earlier AXOD

transaxle: When the first AXOD

trans-axle came out, the 1-2 shift was a major

axle came out, the 1-2 shift was a major

problem. So much so that most kit

sup- pliers added

pliers added a a 1-2 1-2 Capacity Modulator Capacity Modulator

A

F

l

a

s

h

F

r

o

m

The Past

4F50N Slips in 2nd or 3rd

by Mike Souza

www.

atra

.co

m

SPEAKER SPEAKER Figure 1 Figure 1 Figure 2 Figure 2

(17)

GEARS

GEARS September September 2009 2009 1515

Valve replacement spring with their

overhaul kits.

Well, the same spring will fix the

newer, 2004-up 4F50N transmission.

The AX4N transmission up to 2003

only had a 2-3 Capacity Modulator

valve and spring (figure 2), while the

AX4S has a 1-2 Capacity Modulator

valve and spring (figure 3). The new

4F50N has both valves incorporated in

the hydraulics for 2004.

The fix is still the same: Just replace

the 1-2 and 2-3 Capacity Modulator

Valve springs with the updated springs

supplied by the

supplied by the aftermarkeaftermarket.t.

As shown in figure 1, both the 1-2

and 2-3 Capacity Modulator valves are

in the same bore.

Remember to keep it simple and

your repairs will be completed the first

time.

Figure 3

(18)

A

t a time when cost cuttingt a time when cost cutting

is everywhere and inventory

reduction is on the top

reduction is on the top ﬁﬁve listve list

of what keeps you up at

of what keeps you up at night; how cannight; how can

you be really sure that you are getting

the best bang for your inventory/parts

buck?

buck? At At Seal Seal AftermarkeAftermarket t ProductsProducts

we want you to be able to sleep well at

night. We are focused on having those

products on

products on our our shelf and shelf and offering fastoffering fast

order turn around time so that you can

keep your inventory dollars to a

mini-mum.

mum.

Seal Aftermarket Products division

of Parker Hanni

of Parker Hanniﬁﬁn Corporation suppliesn Corporation supplies

OE solenoids, hard parts, bushings,

washers, kits, all kit components,

bands,

bands, pistons, pistons, and and some some tools tools andand

we have been supplying these product

groups to the Aftermarket for more than

30 years. Specializing in this broad

range of product groups gives us further

knowledge on the requirements of the

entire rebuild as oppose to those who

just

just specialize specialize in in one one or or two two productproduct

group offerings.

Product Offering: Our product

offering has changed over the years.

Bryco by Carfel

Bryco by Carfel™™ was known for was known for

offering the hard to

offering the hard to ﬁﬁnd items. Innd items. In

1995, we developed a Honda Bushing

Installer/Remover Kit, part number

28999. We stocked so many of them

that it took us a painfully slow process

of ten years to sell them all. But then,

in 2008, we began receiving calls

asking for this kit again. The problem

was we had already discontinued

this kit because it was such a slow

moving item. However, you explained

to us that ‘now’ the bushings need to

be

be replaced replaced in in almost almost every every unit unit andand

September 2009

FOR THE TRANSMISSION REBUILDING INDUSTRY

FOR THE TRANSMISSION REBUILDING INDUSTRY

SEPTEMBER 2009

SEPTEMBER 2009

A

A

Fast Fix

Fast Fix

for the

for the

Allison LCT 1000

Allison LCT 1000

A Flash From the Past

A Flash From the Past

4F50N Slips in 2nd or 3rd

4F50N Slips in 2nd or 3rd

Seal Aftermarket Products

Seal Aftermarket Products

A

Sonnax

Sonnax

Introduces TF

Introduces TF

-60SN

-60SN

*

*

Solutions!

Solutions!

SOLUTION

SOLUTION

SPECIAL INTEREST

SPECIAL INTEREST

& TECHNICAL

& TECHNICAL

DEPARTMENTS

DEPARTMENTS

G

G

EARS

EARS

T

T

ABLE OF

ABLE OF

CONTENTS

CONTENTS

G

G

EARS

EARS

O

O

FROM

FROM

THE

THE

CEO

CEO

by Dennis Madden

by Dennis Madden

www.a

www.a

tra

tra

.co

.co

m

m

One Size

One Size

D

D

o

o

e

e

s

s

_{Fast Fix}

_{Fast Fix}

_Solutions!

_Solutions!

_SOLUTION

_SOLUTION