When the output shaft is separated from the rear carrier, in many instances the output-shaft retaining C-clip is destroyed because of the force required to remove the output shaft from the rear carrier.

The output-shaft C-clip snaps into a groove inside the output shaft (Figure 1).

The rear-carrier stub shaft splines into the output shaft; the C-clip, in a groove of its own on the carrier (Figure 2), snaps into place in the output-shaft groove and is locked in place.

Because of burrs on the splines or debris buildup in the carrier groove under the C-clip, the C-clip may not collapse enough to allow the output-shaft groove to clear the C-clip and will get stuck. The force required to remove the output shaft under these conditions damages the C-clip, which results in additional force that will now require replacement of the C-clip.

Removal of the output shaft should be accomplished by using a slide hammer with a 3/8 x 16 (10 x 1.5mm) bolt on the end of it and screwed into the threaded hole in the end of the output shaft. This is not a guarantee that the C-clip will survive; however, there is a good chance it will. In the event the C-clip is damaged, the dimensions are 0.135 inch thick by 1.095 inch OD, or you can find the OE part number below.

• 42RLE output-shaft retaining C-clip. . . . . . . . . 52852916AA

Some Chevrolet Cobalt vehicles equipped with the 2.4L engine (variable valve timing) and the 4T45-E transaxle may have the check engine light on with diagnostic trouble codes P0010 Intake Camshaft Position Actuator Solenoid Control Circuit fault or P0011 Intake Camshaft Position Actuator Solenoid System performance fault. There also may be harsh shifts.

The cause may be low engine oil or a faulty intake CMP actuator causing a performance problem with the actuator. Both of these codes can raise line pressure, as the PCM will drop the amperage for the pressure control solenoid, causing the shifts to be harsh. This is not a transmission problem.

Clear diagnostic trouble codes and verify that the engine oil level is correct. This is the first step in the diagnostic tree, as low engine oil can cause improper control of the intake CMP actuator. Drive the vehicle to see whether the code resets. If P0010 resets, refer to the appropriate factory manual to check the electrical circuit of the actuator.

Chrysler, Dodge or Jeep vehicles equipped with the 41TE or 42RLE may exhibit a complaint of diagnostic trouble code P0740, torque-converter-clutch slip or shudder, when hot. This could be before or after over-haul.

One cause may be a worn pump causing low pump volume when the transmission is hot. These transmissions are equipped with the “dual cycloidal” pump from the factory, and as time goes by and the miles increase the pump gears wear slightly, causing the low capacity. The previous-design pump was much more forgiving, as you could re-use it with a small amount of wear and have no problems. To verify that the problem is related to low pump volume, refer to Figure 3 for pressure-port locations and specs, and check pressure at idle on the low/reverse and under-drive pressure taps. Pressures should stay the same cold to hot.

For 2003 and later vehicles, another possibility may be the use of an incorrect lining. This causes the clutch to be applied more than desired during partial EMCC, producing a shuddering effect as the clutch is not slipping enough.

Replace the cycloidal pump with a new pump assembly available from aftermarket sources, or simply use an earlier-design 41TE/604 pump body and gears (Figure 4) on the 42RLE stator, and re-verify pressures.

Around 2003 Chrysler started using a clutch lining that has relief grooves, referred to as lightning-bolt grooves, across the lining. These grooves provide a smooth slip during EMCC operation. If an OE lining is not used, a high-carbon lining will be the replacement. Using Mopar +3 or +4 transmission fluid also is highly recommended.

After overhaul, a no-reverse condition exists; all for-ward gears are good. Engagement may be felt because of the reverse clutch applying, but there is no rearward movement.

During the valve-body-repair part of the overhaul process, the accumulator cover plate was removed to service the accumulators. Behind the cover plate are the low/reverse switch valve and bore plug (Figure 5). The only thing that keeps this valve from falling out is the cover plate; there is no other valve retainer.

The valve falls out unnoticed and rolls away, and the transmission is assembled without the valve. When installation is complete and the shift lever is placed into the reverse position, the vehicle does not back up.

As shown in the hydraulic schematic in Figure 6, the low/reverse switch valve allows oil from the manual valve into the low/reverse-clutch circuit to apply the low/reverse clutch, which along with the reverse clutch provides the reverse gear.

When the valve is left out, instead of oil being routed to the low/reverse clutch, the oil will exhaust through various passages, resulting in the failure of the low/reverse clutch to apply. See the hydraulic schematic in Figure 7.

Make certain when you install the accumulator cover plate back onto the valve body that the low/reverse switch valve is in place. The valve can go in either direction but the bore plug can go in only one way, with the flange facing out.

The vehicle must remain stopped with ATF temp at 104°F to 194°F.

If any part of the procedure is in error, the AT Over Temp Lamp will blink, at which point you will have to turn off the ignition and start the procedure again.

1. Make certain all accessories are turned off.
2. Set parking brake.
3. Check fluid level and adjust accordingly.
4. Make certain ATF temp is as described above.
5. Start the engine.
6. Move shifter from Neutral to Drive five times.
7. Connect a jumper wire between pins 4 & 11 in the DLC. The “CHECK TRANS” lamp should start blinking on for one second and then off for two seconds.
8. Apply brake pedal with left foot. IMPORTANT: The brake pedal must be applied for the rest of the relearn procedure.
9. Verify that the engine is at idle and the OD switch is pressed in (OD enabled).
10. Move the shifter from Drive to Manual 2 three times.
11. Make certain the “CHECK TRANS” lamp flashes on and off every 0.4 second.
12. Pull the OD switch out (OD disabled).
13. Verify that the “CHECK TRANS” lamp blinks a series of 0.2-second blinks, followed by a series of 0.5-second blinks followed by a series of 0.2-second blinks. (This is learning step 1.)
14. When the “CHECK TRANS” lamp blinks fast, increase the engine speed to 1,000-1,500 rpm.
15. Push the OD switch in (OD enabled). Verify that the “CHECK TRANS” lamp blinks slowly.
16. Wait until the “CHECK TRANS” lamp goes out. Now let the engine speed return to idle. (This is learning step 2.)
17. Move the shifter to Reverse.
18. Pull the OD switch out (OD disabled). Verify that the “CHECK TRANS” lamp flashes a series of 0.5-second blinks followed by a series of 0.2-second blinks.
19. When the lamp blinks quickly, increase engine speed to 1,000 to 1,500 rpm.
20. Push the OD switch in (OD enabled). The “CHECK TRANS” lamp will start to blink slowly.
21. When the “CHECK TRANS” lamp starts blinking one second on followed by two seconds off, let the engine return to idle. Two long blinks will be followed by two short blinks, followed by three long blinks followed by a two-second pause, ending with a one-second blink. (This is learning step 4.)
22. Place the transmission in Park and release the brake pedal.
23. Disconnect the jumper wire from the DLC.
24. Turn the ignition off and on again. Make certain no warning lamps are on.

June 2011 Issue
Volume 28, No. 6

• Chrysler 42RLE: Output-shaft removal
• GM 4T45-E: Harsh shifts, DTC P0010-P0011
• Chrysler/Dodge/Jeep 41TE/42RLE: DTC P0740 – TCC slip/shudder
• Chrysler 45/545RFE: No reverse
• Isuzu A465 (AS68RC): Shift-adapt manual relearn procedure