p0733 third gear ratio/neutral condition

Transcription

60
"2013” SEMINAR INFORMATION
CHRYSLER 62TE
P0733 THIRD GEAR RATIO/NEUTRAL CONDITION
COMPLAINT: After Overhaul, Chrysler and Dodge vehicles equipped with the 62TE may exhibit gear ratio
error in third gear, P0733, then a neutral condition when coming to a stop. Clearing the code
or recycling the ignition would get the same condition to happen again during the 2-3 upshift.
CAUSE:
The cause may be, that during overhaul, the 2-4 piston retainer was swapped with that of a
41TE. Refer to Figure 2 and see that these piston retainers are identical in every way but the
feed hole location. If the 41TE piston retainer is used on a 62TE, there will be no feed to the 24 Clutch which will also cause the neutral condition when it goes into limp mode. See the
component application chart in Figure 1 and note the information at the bottom of the chart
indicating that 3rd gear is failsafe. Note: 2011 Red Seminar book also has similar
information in it pertaining to the same complaint but the cause is related to putting the 2-4
feed pipe in backwards.
CORRECTION: To correct this condition use the 62TE 2-4 piston retainer.
COMPONENT APPLICATION CHART
Gear
Underdrive
Clutch
2-4
Clutch
Overdrive
Clutch
Reverse
Reverse
Clutch
Low-Rev
Clutch
Low
Clutch
ON
ON
ON
ON**
Direct
Clutch
Over-run
Sprag
Ratio
3.215
1st Gear
ON
ON
2nd Gear
3rd Gear
ON
ON
ON
ON
4th Prime
ON
ON
4th Gear
ON
ON
5th Gear
ON
ON
ON
1.000
ON
ON
0.689
6th Gear
ON
Hold
4.127
Hold
2.842
2.284
ON
ON*
ON
ON*
Note: 3rd Gear is used for "Limp-in Mode".
Note: 4th Prime is used on a 6-4 downshift only to avoid "Double Swap" shift.
Note: * = Effective on coast only for engine braking.
Note: ** = In OD 1st gear, ON at launch, Off at 150 RPM output speed. Always ON in Manual Low.
Figure 1
Automatic Transmission Service Group
1.573
Hold
1.452
Copyright © 2012 ATSG
61
2-4 PISTON AND RETAINER
62TE
SLOT FOR THE LEG
OF BELLVILLE SPRING
ALIGNED WITH THE
TAB ON RETAINER
41TE (604)
1
1
2
2
Feed Hole
Feed Hole
1 2-4 CLUTCH PISTON RETAINER.
2 2-4 CLUTCH APPLY PISTON.
SLOT FOR THE LEG
OF BELLVILLE SPRING
ALIGNED WITH THE
TAB ON RETAINER
1 2-4 CLUTCH PISTON RETAINER.
2 2-4 CLUTCH APPLY PISTON.
Figure 2
62
CHRYSLER 62TE
ENGINE STALL IN “D” OR DURING COAST-DOWN
COMPLAINT: Before or after Overhaul, Chrysler and Dodge vehicles equipped with the 62TE transaxle,
may exhibit a complaint of an engine stall when the selector lever is placed in the Drive
position or a complaint of a engine stumble and or a stalling condition when coasting to a
stop.
CAUSE:
The cause may be, that the Electronically Modulated Converter Clutch Variable Force
Solenoid is mechanically stuck, causing the Torque Converter Clutch to be engaged, causing
the engine stall. EMCC VFS Solenoid - is normally vented and is a variable force solenoid
used to control the torque converter clutch application, release and the force with which it is
applied or released. Refer to Figure 1 for a description of mechanical function and testing.
Solenoid output pressure controls the position of the TCC Switch and TCC Control Valves as
shown in the partial hydraulic circuit diagram in Figure 2.
CORRECTION: To correct this condition, replace the EMCC Solenoid. Refer to Figure 3 for the location.
Note: There is much confusion in the Chrysler/Dodge parts system and OE printed repair
information pertaining to the location and name of the EMCC Solenoid. Figure 3 shows that
there are two Variable Force Solenoids, one located in the Solenoid Body, which is used for
Line Pressure Control. The other, located at the top of the valve body, which is the EMCC
Variable Force Solenoid, and used for TCC application. Early OE information doesn’t label
either of the two solenoids as a EMCC Solenoid, and in some instances labeled the EMCC
as the VLP Sensor. This confusion has caused shops to purchase the Solenoid Body thinking
that the EMCC Solenoid is included and it is not, which results in the same problem when the
vehicle is put back together.
SERVICE INFORMATION:
EMCC VARIABLE FORCE SOLENOID(Chrysler part#).................................5169313AA
63
ELECTRONICALLY MODULATED CONVERTER CLUTCH VARIABLE FORCE SOLENOID
OFF
ON
Resistance value
5 ohms
Solenoid Output
to TCC Valves
Vented to Exhaust
Solenoid Output
to TCC Valves
Connected to
Solenoid Feed
Solenoid Feed
From Manual
Valve “D” Blocked
Solenoid Feed
From Manual
Valve “D” Open
The EMCC Solenoid is a Normally Vented Solenoid. When the Solenoid is OFF, Solenoid Feed
from the Manual Valve “Drive” position, is blocked at the bottom of the solenoid. When the
Solenoid is ON, Solenoid feed is connected to the TCC Switch and Control Valve, which
regulate the application of the Torque Converter Clutch.
Figure 1
64
DRIVE FIRST GEAR EMCC SOLENOID STUCK “ON”
TORQUE CONVERTER
LR
2-4
UD
OD
REV
LC
DC
TCC APPLY PSI
PT
PT
PT
PT
PT
LR SWITCH VALVE
COOLER
PT
PT
LC SWITCH VALVE
PT
TCC SWITCH VALVE
SOLENOID
SWITCH
VALVE
EMCC SOL
CENTERLINE
LUBE
L/R
PS
BLOCKER
VALVE
2/4
PS
OD
PS
UD
UD LUBE
PND-L/R
TCC CONTROL VALVE
OD
LC
PS
DR
PS
R-L/R
LC
LPS
PUMP
PT
DR
TCC REG VALVE
D
VENT RESERVOIR
DIFFERENTIAL LUBE
RESERVOIR
VENT
FILTER
MANUAL VALVE
PR REG VALVE
PRESSURE TRANSDUCER
35-135
LINE PRESSURE (D)
35-110
COOLER FLOW
30-80
TCC APPLY
0-5
DRIBBLER
15-40
LUBE
SUCTION
0-30
EMCC SOLENOID
0-100
LP SOLENOID
The Electronic Modulated Converter Clutch Variable Force Solenoid is fed from the Drive
position of the Manual Valve. Normal EMCC Solenoid operation begins after the 2-3 shift.
If the EMCC Solenoid is partially stuck, it may allow Solenoid Feed to be connected
to the TCC Control valves causing the Torque Converter to be applied during the Drive
engagement and/or during coast-down to a stop.
Figure 2
65
SOLENOID LOCATIONS
EMCC VFS
(TCC) Solenoid
Solenoid Body
Assembly
Chrysler calls it
a Solenoid Module
VFS Solenoid
Line Pressure
Part of Solenoid
Body/Module
Line Pressure
Sensor
Figure 3
66
CHRYSLER 62TE
MULTIPLE GEAR RATIO ERRORS
COMPLAINT: After Overhaul, Chrysler and Dodge vehicles equipped with the 62TE may exhibit gear ratio
errors and erratic shifts, accompanied with limp mode. The Diagnostic trouble codes include
P0731, P0732, P0733, P0734, P0735 and P0736 , which are gear ratio errors for all gears.
CAUSE:
The cause may be, that during installation of the transmission, the Transfer shaft speed sensor
and the Output Speed sensor connectors were cross connected, as shown in Figure 2. Note
that the connectors for all three of the sensors are identical, it will be necessary to verify wire
color to ensure the right connector is connected to the right sensor. Another possibility may
be that during overhaul the Rear Planetary was replaced with one from a 41TE transmission.
See Figure 3 and note that the reluctor for the 62TE has 48 teeth and the 41TE has 24. This
will cause problems with ratio calculation by the PCM.
Description: The 62TE is equipped with three speed sensors and their locations are shown in
Figures 1 and 2.
With a total of three speed sensors, the 62TE can monitor three different ratios. One is the
ratio check of the Input Shaft Speed Sensor (Nt) versus the Output Shaft Speed Sensor (No).
This measures the overall transmission ratio.
A second ratio check is made between the Input Shaft Speed Sensor (Nt) and the Transfer
Shaft Speed Sensor (Nc), which checks the main transmission centerline ratio.
A third ratio check is made between the Transfer Shaft Speed Sensor (Nc) and the Output
Shaft Speed Sensor (No), which checks the underdrive centerline ratio. The control logic is
to continuously check the three ratios while in gear. Should any of the three ratios fall outside
of the programmed parameters, due to clutch slippage or clutch failure for a given period of
time, the transmission is intelligently put into 3rd gear failsafe.
CORRECTION: To correct this condition, refer to Figures 1 and 2 to ensure that the correct connectors are
connected to the correct sensors and ensure that the correct Rear Planetary has been installed,
as shown in Figure 3.
67
SPEED SENSOR LOCATIONS AND GEAR RATIOS
ER
DEAL
FOR E ONLY
US
Input Shaft
Speed Sensor
71
3
AA
Gear
TP
KT
K0
8
82610
8
D2
51
69
6
1
71
Reverse
1st Gear
2nd Gear
3rd Gear
4th Prime
4th Gear
5th Gear
6th Gear
0
3A
A
86163637
713AA086
6
P
P0
Transfer Shaft
Speed Sensor
Ratio
3.215
4.127
2.842
2.284
1.573
1.452
1.000
0.689
Output Shaft
Speed Sensor
Figure 1
68
INPUT-OUTPUT AND TRANSFER SHAFT SPEED SENSOR DESCRIPTION
Output Shaft Speed Sensor (OSS)
Input Shaft Speed Sensor (ISS)
The ISS is a two wire magnetic pickup device that The Output Speed Sensor (OSS) has been relocated to
generates AC signals as rotation of the input clutch the underdrive centerline side of the case, and reads
output shaft speed from the output planetary carrier
housing occurs.
assembly. The OSS is a two wire magnetic pickup
device that generates AC signals as rotation of the
INPUT SHAFT SPEED SENSOR
output planetary carrier occurs..
8.6
OUTPUT SHAFT SPEED SENSOR
8.6
554AA
554AA
Actual Resistance
1590 Ohms @ 72°F
Actual Resistance
1590 Ohms @ 72°F
Transfer Shaft Speed Sensor (TSS)
The TSS is a two wire magnetic pickup device that
generates AC signals as rotation of the rear planetary
carrier occurs.
SPEED SENSOR HARNESS CONNECTORS
INPUT
TRANSFER SHAFT SPEED SENSOR
TRANSFER
OUTPUT
Actual Resistance
1424 Ohms @ 72°F
Dk Green/Violet
Dk Green/Brown
Dk Green/Violet
Dk Green/Lt Green
930AA
Dk Green/Violet
Dk Green/Orange
8.6
1 2
1 2
1 2
1 = Speed Sensor Signal
2 = Speed Sensor Ground
Note: Wire colors shown are for 2009 Grand Caravan 3.8L.
Note: The Speed Sensor Harness connectors as shown above are identical.
It will be necessary to verify the correct location with a wire diagram with
wire color information
Figure 2
REAR PLANETARY
62TE
41TE (604)
48 Tooth
Transfer Speed
Reluctor
24 Tooth
Output Speed
Reluctor
These Planetary’s DO NOT interchange
Figure 3
69
70
62TE
NO REVERSE
COMPLAINT:
Vehicle comes into the shop for repairs due to a severe slip in reverse or no move condition in
reverse. In some cases, upon disassembly the cause is not readily identified and the unit is
rebuilt without correcting the problem. Obviously the transmission is installed into the
vehicle exhibiting the original no reverse complaint.
CAUSE:
When an application chart is used to diagnose the no reverse complaint, it is noticed that
three elements need to apply to complete a reverse gear; the reverse clutch, the low/reverse
clutch and the low clutch (Figure 1). At first glance the low clutch seems to be used in other
forward gears and since all forward gears are operational the low clutch is not considered.
This may prevent a thorough inspection of the low clutch located on the centerline shaft.
Additionally, since the low/reverse clutch is used for first and reverse, this too is not
seriously considered. As a result, the reverse clutch appears to be the most likely candidate
and great effort goes into locating a problem with its operation yet none is found. This has
lead some technicians to change the entire UD/OD/Rev. clutch housing assembly along with
a solenoid and valve body assembly as a solution but the desired result is not achieved.
The cause is a problem with the low clutch. Although it is used in some forward gears, it is
only applied during certain driving conditions. The overrunning sprag is the primary holding
device to complete first, third and fourth gears. The low clutch is applied when additional
holding capacity is required as well as for engine breaking. This low clutch housing drum is
known to crack or blow out the 0.020" air bleed capsule (# 202 in Figure 2). Some of these
orifices were not properly staked into place. When it works its way out of the bore it causes a
large enough leak to prevent the clutch from applying or burning it.
CORRECTION: If the screened orifice capsule is located and is not damaged, it can be reused if staked back
in properly. If it's damaged, you will need to fabricate one to save the housing as this orifice is
not sold separately.
Finding a good used low clutch housing is not easy either as this is the housing with the
Direct Clutch sealing rings on it. The rings wear into the housing enlarging their grooves.
When this occurs, instead of having a nice first to second shift it either flares or goes to
neutral. Since this is a common problem, good used housings can be difficult to locate. Brand
new from the dealer now come fully loaded for approximately $360.00 dollars.
One word of caution, on a few occasions technicians have accidently placed the valve body
gaskets on backwards (Figure 3). A line pressure check indicates that line pressure is good in
park and neutral, but low in drive and reverse. This will cause the vehicle to have delayed
engagements and it will slip badly in all gears. Figure 4 shows the correct placement of the
gaskets. Figure 5 shows a break out view of all the valve body parts and placements.
CVI Information: CVI's are not listed in the Chrysler Group LLC's DealerCONNECT
program. This information is not given to aftermarket scan companies either. Should this
information ever be released, inside sources have provided these following figures:
U/D 30-60
2/4
30-60
L/R 30-60
O/D 50-130
L/C 18
D/C 24-48
71
COMPONENT APPLICATION CHART
Gear
Reverse
1st Gear
2nd Gear
3rd Gear
4th Prime
4th Gear
5th Gear
6th Gear
Underdrive
Clutch
ON
ON
ON
ON
ON
ON
2-4
Clutch
Overdrive
Clutch
Reverse
Clutch
Low-Rev
Clutch
Low
Clutch
ON
ON
ON
ON
ON
ON**
ON
ON
ON
Direct
Clutch
Over-run
Sprag
Hold
ON
ON*
Hold
ON
ON
ON
ON
ON*
Hold
ON
ON
Note: 3rd Gear is used for "Limp-in Mode".
Note: 4th Prime is used on a 6-4 downshift only to avoid "Double Swap" shift.
Note: * = Effective on coast only for engine braking.
Note: ** = In OD 1st gear, ON at launch, Off at 150 RPM output speed. Always ON in Manual Low.
Figure 1
Ratio
3.215
4.127
2.842
2.284
1.573
1.452
1.000
0.689
72
UNDERDRIVE COMPOUNDER ASSEMBLY EXPLODED VIEW
209
218
219
221
208
217
220
222
203
204
201
189
187
186
191
205
188
202
186
187
188
189
191
201
202
203
204
205
208
209
217
218
219
220
221
222
UNDERDRIVE CENTER SHAFT.
CENTER SHAFT, WHITE, SCARF-CUT SEALING RINGS (3 REQ).
"SPLIT" CAGED NEEDLE BEARING ASSEMBLY (LARGE).
CENTER SHAFT, GREEN, SCARF-CUT SEALING RING.
UNDERDRIVE CENTER SHAFT ORIFICED CUP PLUG.
LOW CLUTCH HOUSING ASSEMBLY.
LOW CLUTCH HOUSING SCREEN/ORIFICE.
LOW CLUTCH BONDED APPLY PISTON.
LOW CLUTCH PISTON "BELLVILLE" RETURN SPRING.
LOW CLUTCH "BELLVILLE" RETURN SPRING SNAP RING.
LOW CLUTCH BACKING PLATE.
LOW CLUTCH BACKING PLATE "SELECTIVE" SNAP RING.
DIRECT CLUTCH HOOK-JOINT SEALING RINGS (2 REQUIRED).
DIRECT CLUTCH HOUSING.
DIRECT CLUTCH BONDED APPLY PISTON.
DIRECT CLUTCH PISTON RETURN SPRING.
DIRECT RETURN SPRING RETAINER AND BALANCE PISTON.
DIRECT CLUTCH RETURN SPRING RETAINER SNAP RING.
Figure 2
0
5
0
7
8
9
6
5
A
A
D
F
-2
INCORRECT PLACEMENT OF VALVE BODY GASKETS
23
00
30
10
74
Figure 3
75
23
00
30
10
0
5
0
7
8
9
6
5
A
A
D
F
-2
CORRECT PLACEMENT OF VALVE BODY GASKETS
Figure 4
76
COMPLETE VALVE BODY EXPLODED VIEW
313
319
300
314
315
316
301
312
302
303
306
311
318
307
310
304
308
309
305
317
300 SOLENOID BODY ASSEMBLY (SERVICED AS ASSEMBLY ONLY).
301 SOLENOID BODY SCREEN/GASKET.
302 VALVE BODY SUPPORT PLATE.
303 VALVE BODY SUPPORT PLATE SCREWS (5 REQUIRED).
304 SUPPORT PLATE TO OUTER SPACER PLATE GASKET.
305 VALVE BODY OUTER SPACER PLATE.
306. VALVE BODY ASSEMBLY.
307 VALVE BODY INNER SPACER PLATE.
308 VALVE BODY INNER SPACER PLATE TO CASE GASKET.
309 VALVE BODY TRANSFER PLATE.
310 LINE PRESSURE SENSOR "O" RING.
311 LINE PRESSURE SENSOR ASSEMBLY.
312 LINE PRESSURE SENSOR RETAINING BOLTS (2 REQUIRED).
313
314
315
316
317
318
EMCC (TCC) SOLENOID RETAINING BOLT.
EMCC (TCC) SOLENOID ASSEMBLY.
EMCC (TCC) SOLENOID LARGE "O" RING.
EMCC (TCC) SOLENOID SMALL "O" RING.
TRANSFER PLATE TO SOLENOID BODY BOLTS (14 REQUIRED).
REMOVABLE TORLON (TAN) CHECK BALLS.
(3 OR 4 REQUIRED, MODEL SENSITIVE)
319 SOLENOID BODY TO SIDE COVER SEAL.
Figure 5

p0733 third gear ratio/neutral condition

Transcription

Similar documents

Self-Serve Media Kit 2009

to TREMEC Software Solutions literature

important - Clutch Masters

Rekluse was founded in 2002 on the values of performance, quality

TorQmaster Flange Clutch

Must-Haves Styled by ATK

NV4500 TRANS TO FORD BELLHOUSING

TorQmaster Friction Clutch - Weasler Engineering, Inc.

HP1218 – Chrysler 727/904 Transbrake Valvebody