Issue Summary:
- After overhaul or transmission exchange, Ford Motor Co. vehicles equipped with the 4R70W/4R70E/4R75E transmission may exhibit either no speedometer reading or a slow speedometer reading (below).
- A Ford/Lincoln vehicle equipped with the 5R55W/S transmission may have no fill plug.
- In 1996 and later Dodge/Chrysler vehicles with 41TE/42LE transmissions, a malfunctioning ignition switch may cause all the PRND3L lights to be illuminated in Park and Neutral.
- Installation of a 4T60-E stator-support shaft in a 4T65-E will prevent TCC application.
Either may be accompanied by DTCs P0720-P0722, an indication of a problem with the output-shaft-speed (OSS) sensor (Figure 1). The powertrain control module uses the signal from the OSS sensor to calculate vehicle speed.
Beginning at the start of production for the 2004 model year, this family of transmissions is manufactured with extended parking lugs on the ring gear (Figure 2) to trigger the OSS sensor, instead of the previous design with holes in the ring gear (Figure 3). This change also required a strategy change in the PCM. If either a transmission earlier than 2004, or a 2004 or later transmission with a 2003 or earlier ring gear, is installed in a 2004-up vehicle, the PCM will not be able to calculate vehicle speed correctly and there will be either no speedometer reading or a slow speedometer reading. DTCs P0720-P0722 may be set.
The 2004-up rear ring that has the extended park lugs uses the OSS sensor with the white body and a black connector (Figure 4).
The 2003-and-earlier units had the rear ring gear with the holes and used the all-black OSS sensor (Figure 5), which is 0.083 inch longer than the 2004-up OSS sensor.
Make sure that during either overhaul or transmission exchange, the correct rear ring gear and OSS sensor are used (figures 4 and 5).
- Output-shaft-speed sensor, 2001-2003 (square connector) . . . . . . . . . . . . . . . . . . . 1L3Z-7H103-AB
- Output-shaft-speed sensor, 2004 models (0.083 inch shorter). . . . . . . . . . . . . . . . . . 3L3Z-7H103-AA
After an overhaul, or during a routine transmission service, the technician discovers that a Ford/Lincoln vehicle equipped with the 5R55W/S transmission has no fill plug and he is unsure how to refill the transmission with fluid.
Beginning in 2003, Ford eliminated the fill plug on the passenger-side rear of the transmission. The case still has the boss where the plug was, but there is no plug.
Ford factory fill instructions recommend the use of a special tool to pump fluid into the transmission through the check plug in the bottom of the pan. In an effort to simplify the procedure, simply remove the output-speed sensor on the driver-side rear of the transmission and fill the transmission through the output-speed-sensor hole. Fluid-level check is accomplished through a check plug as in previous model years. Refer to Figure 6 for previous fill-plug location.
Refer to Figure 7 for location of the output-speed sensor.
Refer to Figure 8 for oil-level-check procedure.
All PRND3L lights are illuminated in Park and Neutral while the vehicle is running. PRND3L lights illuminate correctly in the Reverse, Overdrive, Drive and Low detents. Scan tool will not communicate with the transmission control module in Park or Neutral but will communicate in the Reverse, Overdrive Drive, Drive and Low detents. The vehicle may start normally, depending upon model year, and there are no codes present. The scan tool is unable to perform the Quick Learn procedure. The transmission shifts normally, and there may not be any engine-related problems.
Malfunctioning ignition switch causing a continuous 12 volts present on pin 8 of the TCM while the engine is running (Figure 9).
Battery voltage on pin 8 should be present only with the ignition switch in the crank position. Voltage should drop to zero when the ignition key is released back to the run position (Figure 10).
Some Dodge/Chrysler models start when the key is turned to the on position, such as the 2000 Dodge Intrepid with the type of starting circuit shown in Figure 11.
Replace ignition switch or fix possible short to power.
After overhaul of a 4T65-E, the malfunction indicator lamp came on during the road test. A scan of the PCM revealed that code P0741 for “TCC Stuck Off” was stored. Switching to the scan-tool data list showed that the TCC duty cycle was at maximum but TCC slip was high and there was no rpm drop when TCC was commanded on.
The problem remained after the installation of multiple converters and valve bodies, new solenoids, all the possible Sonnax® valve-repair kits, as well as the replacement of the delivery sleeve in the center of the channel plate and the turbine-shaft sealing rings. Cooler flow was checked, and all shift adapts were reset.
A stator-support shaft from a 4T60-E was installed in the 4T65-E.
When the stator-support or turbine shaft requires replacement in either the 4T60-E or the 4T65-E, you must take care, as these parts do not interchange.
The two shafts in a 4T65-E are dimensionally taller than the same two shafts in the 4T60-E (figures 12 and 13).
When the turbine shafts are placed side by side it would appear there would be contact between the turbine and stator shafts because of the difference in the ramp of the shafts, which would produce metal contamination and noise. There is no contact between the stator-support and turbine shafts, however; it is the location of the TCC feed orifice along with the difference in the ramped area that caused the P0741 code and the lack of TCC application (Figure 14).
The longer shaft would restrict oil flow to the TCC apply circuit at the inner ramped area of the stator shaft, resulting in no converter-clutch application
(Figure 15).
March 2010 Issue
Volume 27, No. 3
- Ford 4R70W /4R70E/4R75E, 2003-Up: No speedometer reading, or reading slow
- 5R55W/S: 2003 & Later Ford/Lincoln: No plug for ATF refill
- 41TE/42LE: 1996 & Later Dodge/Chrysler Vehicles: PRND3L lights malfunction
- 4T60-E/4T65-E: Torque-converter clutch stuck off