The TR3650 is manufactured by Tremec Corp., a state-of-the-art transmission manufacturer with facilities in the United States and Mexico. Tremec bought the standard-transmission line from BorgWarner Corp. and continues to manufacture the T5, T45, TR3550, TKO and T56 transmissions.
It may seem obvious initially, but when you’re talking about transmission orifices, size does matter. What may be surprising, though, is how significant a difference in vehicle performance small changes in orifice diameters can make. This becomes important when you’re considering modifications to separator-plate holes (see Figure 1) or cup-plug orifices (see Figure 2) during a rebuild.
A 1997 Ford E 250 van equipped with a 4.2-liter engine and a 4R70W transmission comes into the shop with a complaint of falling out of fourth gear into third at highway speeds. In local traffic, however, the transmission acts like a C6 with a stuck governor; it remains in second gear as you come to a stop and “dunks” down into first gear.
Before or after overhaul, Volkswagen/Audi vehicles equipped with the 01M transaxle may exhibit no forward engagement or a slipping condition on take-off in first gear.
Beginning at the start of production for 1999 models, all THM 4L80-E transmissions were built with a revised manual-2nd band that is wider than the previous design.
Beginning at the start of production for all 1999-model THM 4L80-E transmissions, the planetary pinions on both carriers were produced 10% thicker than in the previous models.
Some 1995-96 Buick Century and Oldsmobile Ciera vehicles equipped with the 3.1-liter engine and the THM 4T40-E transaxle may exhibit a condition of third-gear starts and the air conditioner not working.
Some 1993-95 Cadillacs equipped with the THM 4T80-E transaxle may illuminate the Service Engine Soon lamp and store P080 as a current code. After you try to clear the code, it remains as a hard code.
Before and/or after rebuild of a THM 4T40-E, the vehicle illuminates the Check Engine lamp and stores code P1887 or P0742 in memory.
But inside the transfer case closest to the transmission is the transfer direct-clutch drum that the sealing rings just love to dig into. The severity of the wear determines the degree of the complaint; i.e., delayed engagements, slipping or no movement. Technicians often misdiagnose this problem by blaming the transmission for the problem when all along it has been in the transfer case.
Ford introduced a new-design sun shell with tabs added to the center of the sun-shell slots in the 4R100 as a running change during the 2000 model year.
Starting with the 2000 model year on all AX4N transaxles and 2001 on all AX4S transaxles, Ford Motor Co. introduced a new-design pump bearing that includes an integrated seal.
When the bolts attaching the pump to the converter housing in the Ford A4LD, 4R55E, 5R55E, 5R55N or 5R55W are being tightened, the threads in one or more of the bolt holes may strip out, requiring repair using the Heli-Coil® method.
Beginning in the 2000 model year, as a running change to the A670 (31TH) and A604 (41TE), DaimlerChrysler introduced a new-design final-drive cross-shaft retainer and eliminated the retaining pin.
The last thing I want to do is put you to sleep with an article on performing electrical tests and Ohm’s Law. What I want to show here is something that I think is really exciting: load-testing solenoid circuits with an ammeter! Using an ammeter and a calculator can save time, LOTS OF TIME. How would you like to check the power distribution, ignition switch, external and internal wiring, solenoids, computer and computer grounds without putting the vehicle on a lift or even raising the hood?
When you unscrew the cooler-line fitting you notice that oil comes pouring freely. You now remove the cooler-line fitting, and lo and behold, there’s no #$^&*! checkball in the fitting.
In 2002 Ford introduced a new four-door model of the venerable Explorer and its sister, the Mercury Mountaineer. The manual-transmission option for the new four-door model is a five-speed fully synchronized unit designated the M5R4 or M5OD-R4. The M5R1 transmission we all know and love has been replaced by a radical new design built by Mazda. This unit bears no resemblance to the M5R1.
Often, DTCs related to the solenoid switch valve (SSV) in any 41TE or 42LE transmission are misinterpreted as a problematic solenoid body (SB). This may be attributed to the use of the word “solenoid” in the code definition. Code 37 is the solenoid switch valve stuck in the TCC position, and 47 is the solenoid switch valve stuck in the L/R position. Either of these will place the transmission in “limp mode.” The solenoid switch valve is not in the solenoid body but in the valve body (see Figure 1).
In many instances, during the repair process it is necessary for us to disconnect the battery or the computer. Sometimes this is all it takes to create a problem in the vehicle that was not there before.
Let’s take a look at some of these “disconnect”-related problems and how to correct them should this happen to you.
Many technicians are familiar with the problem of early shift scheduling on the 4L80-E transmission. This prob¬lem is caused by a 4×4 low range signal being sent to the computer at an inappropriate time. Vehicles equipped with the E4OD/4R100 transmission may also have this type of problem. A code 47/633 is usually your first clue in identifying this condition. Since Ford uses the same wiring harness in both 4-wheel drive and 2-wheel drive vehicles, you may find code 47/633 in both types of vehicles.