It’s the Little Things That Matter
Whenever a transmission fails to work correctly after a rebuild, a small error like cross-connecting speed sensors can cause a major headache. It does not take much to correct this error if you know it occurred, but when you do not, a small error turns into a giant monster. Without a doubt, when it comes
All in the Family
You may have noticed some similarities over the years in regard to a family of Chrysler transmissions that began with the Ultradrive 4-speed automatic in 1989. In its day it was fairly innovative, featuring clutch-to-clutch operation (no bands) and adaptive shift technology. Over time, the basic structure has developed into a variety of different models, some with 5- and 6-speed variations.
Different Transmission, Same Problem?
When you install a replacement transmission and the car still has the same problem it came in for, it makes you think the problem is with the car, not the transmission. On the other hand, if you’re a shop that rebuilds “in house” and installs the same transmission that came from the car, you now face the dilemma of whether you misdiagnosed the problem or failed to resolve it in the rebuild process.
The SB or SSV – What’s The Difference?
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).
