June 2002 Archives - Transmission Digest
Intermittent No Voltage

When a vehicle has been in failsafe or limp mode, it is important to check for codes to see what has caused this condition. If multiple codes are present, check to see whether there is something in common with each one.

June 2002 Issue

Issue Summary:

This month we cover an interesting situation in 1999 and later Mercury Cougars that can be caused by a defective radio.

Persistent codes for throttle-position and/or vehicle-speed sensor on Nissan Quest/Mercury Villager can be caused by lower engine mounts.

A number of factors can cause a shuttle-shift complaint in RE units behind 5.9-liter diesel engines that cycle in and out of lockup at highway speed.

Solving Some Tough Diagnostic Problems On The New Process 2500, New Venture 535 Transmission

The New Process 2500 transmission, also known as the New Venture 535 transmission. is an aluminum-cased 5-speed, rear-wheel-drive unit introduced by Chrysler in 1987 and produced through 1992. The unit has a top-mounted shifter and a 4-bolt aluminum top cover and was spec’d to use 10W30 motor oil as a lubricant fill. This unit was found in B/AB Ram Van/Ram Wagon, D/AD Ram pickup/Ramcharger/Ram Cab & Chassis, and N/AN Dakota, Dakota Sport/Dakota Convertible. This design has created some noise and shift problems that have been difficult to solve. This article addresses these complaints and what will fix them.

Orbiting Saturn

The problem here is in the assembly of the 1st-clutch drum. At first glance, all four of the piston-return-spring assemblies look identical (see Figure 1). Each caged assembly contains 16 springs and has an average overall height of 1.170 inches. The size and configuration of the spring cage allow for these assemblies to be interchanged among drums.

AX4S/AX4N – No Go/No Charge

With their fingers crossed and the cooler-return line still in the bucket, they start the car up. The cooler line makes a little pop, a spit, some foamy fluid then, lo and behold, a nice clean steady stream of fluid comes out of the line. Mission accomplished. The converter has charge. After the cooler line is re-connected, the trans is topped off, road tested and everything works perfectly. End of story you say. Not quite yet. The question that remains is what did we do to correct whatever was wrong with the unit? We did not find anything to point a finger at as to the cause of the problem.