Technical Bulletin #1601

Transmission: Torqshift 6/6R140

Subject: High Pitch Noise/Pump Whine
Application: 2007 and Newer Ford F450 and F550
Issue Date: April, 2014

Torqshift 6/6R140
High Pitch Noise/Pump Whine
If you have a high pitch noise when the engine is running there are a few things to check.
1. Check line pressure with gauge. Is the pressure gauge smooth?
If yes, the pressure regulator system is in good shape and no air is entering the system.
If no, inspect for cracked filer or poor seal. A cross leak or place for air to be sucked into system.

2. Is the noise there sitting still and in gear?

If yes, Inspect converter and converter hub bearing and pump.
If no, inspect transmission gear train and drive train. This bulletin does not apply.

3. Is the noise there whenever the engine is running?

If yes, Check converter hub bearing and pump.
If no this bulletin does not apply.

Ford 6R140 transmission has no pump bushing. Ford now uses a bearing like some of the Mercedes
transmission. This bearing is also failing with low miles as seen in figure 1. Inspect the bearing for pit-
ting and wear marks. At the time of this bulletin the bearing is only sold as part of the complete pump.

Figure 1
Copyright © 2014 ATRA All Rights Reserved JW • Page 1 of 1
 Technical Bulletin #1602
Transmission: Jeep RE
Subject: Electrical Circuit Test
Application: Jeep
Issue Date: April, 2014

Jeep RE
Electrical Circuit TestElectrical Circuit Test
1993 ½ To 1995 Jeep RE Transmission Circuit Test
Typical Wire Diagram
(Wire Colors May Vary Per Model Year All Circuits
Should Identified By Pin Number)

Code List:
21 = Governor Press.
22 = O/D (3-4) Sol.
TRANSMISSION
CONTROL
23 = TCC (lockup)
MODULE
(REAR OF I/P LEFT
OF STEERING COLUMN) HOT ST/RUN HOT AT ALL TIMES
FUSE
C1 (E1 1995) BLOCK FUSE FUSE FUSE
0 9 8
C8 (E8 1995) 16A 40A 20A
FUSED B (+)

C9 (E9 1995)
FUSED IGN (ST/RUN)

GROUND C12 (E12 1995)

C14 (E14 1995)

TCC SOL CTRL
C15 (E15 1995)
ACC START
IGNITION
Face View
O/D SOL CTRL
C16 (E16 1995) SWITCH
VAR SOL CTRL OFF RUN

(F8 1995) 6 5
FUSED B (+) 7 4
(D8 Mid 1993 & 1994) 8
1 3
D12 (F12 1995 2
GROUND

CONNECT Case Connector

KNOWN GOOD
D16 (F16 1995) SOLENOIDS TO
SOLENOID FEED HARNESS FROM
D16 (F16 1995) PCM

SOLENOIDS

O/D TCC GOV. 1 5 6 7

SOL. SOL. SOL. 1 5 6 7

TRANS VARIABLE O/D TCC

CTRL RLY FORCE SOLENOID SOLENOID
OUTPUT SOLENOID
(Pin ID Changes 1995 (GOVERNOR)

To E1 to F16 ) TRANSMISSION ASSEMBLY

The following diagrams are derived from

C16 C1 information that has been carefully compiled
D16 D1 from industry sources known for their reliability
and should be accurate. Always verify the
circuits be tested with factory manuals
whenever possible.
Wire Side

Copyright © 2014 ATRA All Rights Reserved MS • Page 1 of 8

Jeep RE #1602
Electrical Circuit Test
Electrical Circuit Test
1993 ½ To 1995 Jeep RE Transmission Circuit Test
Typical Wire Diagram
(Wire Colors May Vary Per Model Year All Circuits
Should Identified By Pin Number)

Code List:
QUICK TEST FOR ONE SOLENOID 21 = Governor Press.
22 = O/D (3-4) Sol.
TRANSMISSION CODE SET & RELAY CHECKS OK 23 = TCC (lockup)
CONTROL
MODULE
(REAR OF I/P LEFT
OF STEERING COLUMN) HOT ST/RUN HOT AT ALL TIMES
FUSE
C1 (E1 1995) BLOCK FUSE FUSE FUSE
0 9 8
C8 (E8 1995) 16A 40A 20A
FUSED B (+)

C9 (E9 1995)
FUSED IGN (ST/RUN)

GROUND C12 (E12 1995)

C14 (E14 1995)

TCC SOL CTRL ACC START
C15 (E15 1995) IGNITION
O/D SOL CTRL
C16 (E16 1995) SWITCH
VAR SOL CTRL OFF RUN

(F8 1995)
FUSED B (+)
(D8 Mid 1993 & 1994)

GROUND D12 (F12 1995

SOLENOIDS
O/D TCC
D16 (F16 1995) JUMP 12 VOLTS
SOLENOID FEED
WITH A
D16 (F16 1995)
FUSED LINK
TO ONE PIN ON
CUT WIRE A KNOWN GOOD
CLOSE TO SOLENOID
PCM JUMP THE OTHER
PIN TO THE CUT
WIRE ON THE PCM C1
+ CONNECTOR
Fusible
Link

+
1 5 6 7
BATTERY
TRANS VARIABLE O/D TCC
CTRL RLY FORCE SOLENOID SOLENOID
OUTPUT SOLENOID
(Pin ID Changes 1995 (GOVERNOR)

To E1 to F16 ) TRANSMISSION ASSEMBLY

Face View

C16 C1 6 5
D16 D1 7
8
4
1 3
2

Wire Side Case Connector

MS • Page 2 of 8 Copyright © 2014 ATRA All Rights Reserved

 #1602 Jeep RE
Electrical Circuit Test
Electrical Circuit Test
RE Transmission Circuit Test
30: Battery Power
KEY ON ENGINE 85: PCM Ground

Typical Wire Diagram 1996 Vehicles

86: PCM Power
OFF/OR RUNNING 87: Pin 1 Trans
(SYSTEM DEPENDANT)
(Trans Relay Powered by C1 Connector) Ram Pickup Dakota
Grand Cherokee
30
(Wire Colors May Vary Per Model Year All Circuits 86
85
Code List: Should Identified By Pin Number) 85

P0748 = Governor Press. 86

30 87 87
P0753 = O/D (3-4) Sol.
(Model Dependent)
P0743 = TCC (lockup)
POWER DISTRIBUTION
CENTER
HOT ST/RUN HOT AT ALL TIMES
FUSE FUEL PUMP
BLOCK FUSE FUSE FUSE RELAY (NOT
0 9 8 (NOT USED USED)
16A 40A 20A ON DIESEL)
TRANS
RELAY

POWERTRAIN
CONTROL
MODULE
(RIGHT SIDE OF
SAFETY WALL)

ACC START
AUTOMATIC
C1 SHUTDOWN
2 OFF RUN
RELAY
FUSED IGN (ST/RUN)
IGNITION
SWITCH

22
FUSED B (+)
31
GROUND
32
GROUND

VAR SOL CTRL

8
CONNECT
11
TCC SOL CTRL
21 KNOWN GOOD
O/D SOL CTRL
SOLENOIDS TO
HARNESS FROM Face View
PCM
30
TRANS RELAY CTR
C2 6 5
7 4
8
1 3
2

SOLENOIDS 1 5 6 7
Case Connector
1 5 6 7
O/D TCC GOV.
SOL. SOL. SOL.
DISCONNECT
TRANSMISSION
CONNECTOR

TRANS VARIABLE O/D TCC

INTERNAL WIRE HARNESS CTRL RLY FORCE SOLENOID SOLENOID
OUTPUT SOLENOID CONTROL CONTROL
CONTROL
C1 C2 TRANSMISSION ASSEMBLY
BLACK WHITE
Wire Side

1 11 1 11 O/D & TCC Solenoid = 25-40 ohms / 0.48 - 0.30 amps

12 21 12 21 Governor Solenoid = 3-5 ohms / 4 - 2.4 amps
22 32 22 32

Copyright © 2014 ATRA All Rights Reserved MS • Page 3 of 8

Jeep RE #1602
Electrical Circuit Test
Electrical Circuit Test
KEY ON ENGINE RE Transmission Circuit Test 30: Battery Power
85: PCM Ground
OFF/OR RUNNING Typical Wire Diagram 1996 Vehicles 86: PCM Power
87: Pin 1 Trans
(SYSTEM DEPENDANT)
(Trans Relay Powered by C1 Connector) Ram Pickup Dakota
Grand Cherokee
30
(Wire Colors May Vary Per Model Year All Circuits 86
85
Should Identified By Pin Number) 85

Code List: QUICK TEST FOR ONE SOLENOID 30 87

86
87

P0748 = Governor Press. CODE SET & RELAY CHECKS OK (Model Dependent)

P0753 = O/D (3-4) Sol.

POWER DISTRIBUTION
P0743 = TCC (lockup) HOT ST/RUN HOT AT ALL TIMES CENTER
FUSE FUEL PUMP
BLOCK FUSE FUSE FUSE RELAY (NOT
0 9 8 (NOT USED USED)
16A 40A 20A ON DIESEL)
TRANS
RELAY

POWERTRAIN
CONTROL
MODULE
(RIGHT SIDE OF
SAFETY WALL)

ACC START
AUTOMATIC
C1 SHUTDOWN
2 OFF RUN
RELAY
FUSED IGN (ST/RUN)
IGNITION
SWITCH

22
FUSED B (+)
31
GROUND
32
CUT WIRE
GROUND
CLOSE TO
PCM
8
VAR SOL CTRL
11
TCC SOL CTRL
O/D SOL CTRL
21
SOLENOIDS
O/D TCC
30 JUMP 12 VOLTS
TRANS RELAY CTR
C2 WITH A
FUSED LINK
TO ONE PIN ON
A KNOWN GOOD
SOLENOID
JUMP THE OTHER
PIN TO THE CUT
WIRE ON THE PCM C2
CONNECTOR
+
Fusible
Link
1 5 6 7

+ TRANS
CTRL RLY
VARIABLE
FORCE
O/D
SOLENOID
TCC
SOLENOID
BATTERY OUTPUT SOLENOID CONTROL CONTROL
CONTROL

C1 C2 TRANSMISSION ASSEMBLY
BLACK WHITE
Wire Side Face View

1 11 1 11
12 21 12 21 O/D & TCC Solenoid = 25-40 6 5
ohms / 0.48 - 0.30 amps 7 4
8
22 32 22 32 Governor Solenoid = 3-5 ohms 1 3
2
/ 4 - 2.4 amps

Case Connector

MS • Page 4 of 8 Copyright © 2014 ATRA All Rights Reserved

 #1602 Jeep RE
Electrical Circuit Test
Electrical Circuit Test
RE Transmission Circuit Test
30: Battery Power
KEY ON ENGINE 85: PCM Ground

Typical Wire Diagram 1997 to 2003

86: PCM Power
OFF/OR RUNNING 87: Pin 1 Trans
(SYSTEM DEPENDANT)
(Trans Relay Powered by C3 Connector) Ram Pickup Dakota
Grand Cherokee
30
(Wire Colors May Vary Per Model Year All Circuits 86
85
Code List: Should Identified By Pin Number) 85

P0748 = Governor Press. 86

30 87 87
P0753 = O/D (3-4) Sol.
(Model Dependent)
P0743 = TCC (lockup)
POWER DISTRIBUTION
CENTER
HOT AT ALL TIMES

HOT ST/RUN
FUSE FUSE TRANS
9 M RELAY
FUSE JUNCTION 16A 16A
9
16A
BLOCK

POWERTRAIN
CONTROL JOINT
CONNECTOR
MODULE 2
S115
(RIGHT SIDE OF GENERATOR
SAFETY WALL)

C1
2 2001 & Up No Relay
FUSED IGN (ST/RUN) May Have IPM

INTERGRATED
FUSED B (+)
22 POWER
MODULE
31
GROUND
32
GROUND

8
VAR SOL CTRL
TCC SOL CTRL
11 CONNECT
O/D SOL CTRL
21
KNOWN GOOD Face View
30
TRANS RELAY CTR SOLENOIDS TO
C2
HARNESS FROM 6 5
PCM 7 4
8
GENERATOR 25 1 3
OUTPUT 2
C3

Case Connector
SOLENOIDS 1 5 6 7

1 5 6 7
O/D TCC GOV.
SOL. SOL. SOL.
DISCONNECT
TRANSMISSION
CONNECTOR

TRANS VARIABLE O/D TCC

INTERNAL WIRE HARNESS CTRL RLY FORCE SOLENOID SOLENOID
C2 C3 OUTPUT SOLENOID
CONTROL
CONTROL CONTROL

WHITE GREY
Wire Side TRANSMISSION ASSEMBLY

1 11 1 11 O/D & TCC Solenoid = 25-40 ohms / 0.48 - 0.30 amps

12 21 12 21 Governor Solenoid = 3-5 ohms / 4 - 2.4 amps
22 32 22 32

Copyright © 2014 ATRA All Rights Reserved MS • Page 5 of 8

Jeep RE #1602
Electrical Circuit Test
Electrical Circuit Test
KEY ON ENGINE RE Transmission Circuit Test 30: Battery Power
OFF/OR RUNNING Typical Wire Diagram 1997 to 2003 85: PCM Ground
(SYSTEM DEPENDANT) 86: PCM Power
(Trans Relay Powered by C3 Connector) 87: Pin 1 Trans

Ram Pickup Dakota

(Wire Colors May Vary Per Model Year All Circuits Grand Cherokee
30
Should Identified By Pin Number) 86
85
85
Code List: QUICK TEST FOR ONE SOLENOID 86
P0748 = Governor Press. CODE SET & RELAY CHECKS OK 30 87 87

P0753 = O/D (3-4) Sol. (Model Dependent)

P0743 = TCC (lockup) HOT AT ALL TIMES POWER DISTRIBUTION CENTER

HOT ST/RUN
FUSE FUSE TRANS
9 M RELAY
FUSE JUNCTION 16A 16A
9
16A
BLOCK

POWERTRAIN
CONTROL JOINT
CONNECTOR
MODULE 2
S115
(RIGHT SIDE OF GENERATOR
SAFETY WALL)

C1
2
FUSED IGN (ST/RUN)
2001 & Up No Relay
May Have IPM
22
FUSED B (+) INTERGRATED
31 POWER
GROUND
32
CUT WIRE MODULE
GROUND
CLOSE TO
PCM
8
VAR SOL CTRL
11
TCC SOL CTRL
O/D SOL CTRL
21
30 SOLENOIDS
TRANS RELAY CTR
C2
O/D TCC JUMP 12 VOLTS
GENERATOR
25 WITH A
OUTPUT C3 FUSED LINK
TO ONE PIN ON
A KNOWN GOOD
SOLENOID
JUMP THE OTHER
PIN TO THE CUT
WIRE ON THE PCM C2
CONNECTOR
+
Fusible
Link

1 5 6 7
+
TRANS VARIABLE O/D TCC
BATTERY CTRL RLY FORCE SOLENOID SOLENOID
OUTPUT SOLENOID CONTROL CONTROL
CONTROL
C2 C3 TRANSMISSION ASSEMBLY
WHITE GREY
Wire Side Face View

1 11 1 11 O/D & TCC Solenoid = 25-40 6 5

12 21 12 21 ohms / 0.48 - 0.30 amps 7 4
8
Governor Solenoid = 3-5 ohms
22 32 22 32 1 3
/ 4 - 2.4 amps 2

Case Connector

MS • Page 6 of 8 Copyright © 2014 ATRA All Rights Reserved

 #1602 Jeep RE
Electrical Circuit Test
Electrical Circuit Test
48 RE “Diesel Only” Transmission Circuit Test
Typical Wire Diagram 2004 & Up
KEY ON ENGINE (Wire Colors May Vary Per Model Year All Circuits
OFF/OR RUNNING Should Identified By Pin Number)
(SYSTEM DEPENDANT)
POWER DISTRIBUTION
CENTER
Code List:
P0748 = Governor Press. 2006 & Up No Relay
HOT ST/RUN HOT AT ALL TIMES (Integrated Power Module)
P0753 = O/D (3-4) Sol.
P0743 = TCC (lockup)
INTERGRATED
FUSE FUSE
9 M
TRANS POWER
RELAY
ENGINE 16A 16A MODULE
CONTROL
MODULE

2005 & Up
(TTVA C1)

30: Battery Power

85: ECM Ground
86: Ignition Power
87: Pin 1 Trans

85
C1

86
30 87

14
VAR SOL CTRL
25
Face View
TCC SOL CTRL
15
O/D SOL CTRL
31
TRANS RELAY CTR
C2 6 5
7 4
8
1 3
2

Case Connector
SOLENOIDS 1 5 6 7

1 5 6 7
O/D TCC GOV.
SOL. SOL. SOL.
DISCONNECT
TRANSMISSION
CONNECTOR

TRANS VARIABLE O/D TCC

CTRL RLY FORCE SOLENOID SOLENOID
OUTPUT SOLENOID CONTROL CONTROL
Engine Control Module C2 CONTROL

TRANSMISSION ASSEMBLY

1 10
11 20
21 30 O/D & TCC Solenoid = 25-40 ohms / 0.48 - 0.30 amps
31 40 Governor Solenoid = 3-5 ohms / 4 - 2.4 amps
41 50

Wire Side

Copyright © 2014 ATRA All Rights Reserved MS • Page 7 of 8

Jeep RE #1602
Electrical Circuit Test
Electrical Circuit Test
48 RE “Diesel Only” Transmission Circuit Test
Typical Wire Diagram 2004 & Up
KEY ON ENGINE (Wire Colors May Vary Per Model Year All Circuits
OFF/OR RUNNING Should Identified By Pin Number)
(SYSTEM DEPENDANT)
QUICK TEST FOR ONE SOLENOID POWER DISTRIBUTION
Code List: CODE SET & RELAY CHECKS OK CENTER
P0748 = Governor Press. 2006 & Up
HOT ST/RUN HOT AT ALL TIMES (Integrated Power Module)
P0753 = O/D (3-4) Sol.
P0743 = TCC (lockup)
INTERGRATED
FUSE FUSE
9 M
TRANS POWER
RELAY
ENGINE 16A 16A MODULE
CONTROL
MODULE

2005 & Up
(TTVA C1)

30: Battery Power

85: ECM Ground
86: Ignition Power
87: Pin 1 Trans

85
C1

86
30 87

CUT WIRE (Model Dependent)

CLOSE TO
PCM
14
VAR SOL CTRL
25
TCC SOL CTRL
O/D SOL CTRL
15
31 SOLENOIDS
TRANS RELAY CTR
C2
O/D TCC
JUMP 12 VOLTS
WITH A
FUSED LINK
TO ONE PIN ON
A KNOWN GOOD
SOLENOID
JUMP THE OTHER
+ PIN TO THE CUT
Fusible WIRE ON THE ECM C2
Link
CONNECTOR
+
BATTERY
1 5 6 7

TRANS VARIABLE O/D TCC

CTRL RLY FORCE SOLENOID SOLENOID
Engine Control Module C2 OUTPUT SOLENOID
CONTROL
CONTROL CONTROL

TRANSMISSION ASSEMBLY

Face View
1 10
11 20
21 30 O/D & TCC Solenoid = 25-40
6 5
31 40 ohms / 0.48 - 0.30 amps 4
7
41 50 Governor Solenoid = 3-5 ohms 8
/ 4 - 2.4 amps 1 3
2

Wire Side Case Connector

MS • Page 8 of 8 Copyright © 2014 ATRA All Rights Reserved

 Technical Bulletin #1603
Transmission: A960
Subject: L/R, #2, #3 and #4 Sprag Assembly
Application: Toyota
Issue Date: April, 2014

A960
L/R, No.2, No.3, and No.4 Sprag Assembly
The low/reverse sprag freewheels counter clockwise and locks clockwise while holding the inner race.
If the sprag is installed incorrect a no forward gear in drive and/or a bind on the 1-2 shift.

Hold the inner race. The outside flange will turn

freely counter clockwise and locks clockwise.

After installing the sprag into the

case, install the snap ring on top of
the low/reverse sprag assembly.

Copyright © 2014 ATRA All Rights Reserved MB • Page 1 of 4

A960 #1603
L/R, No.2, No.3, and No.4 Sprag Assembly
Install the No. 2 sprag assembly and thrust washers. The No. 2 sprag assembly rotates freely clockwise
and locks counter clockwise. If installed wrong a no 2nd gear and/or bind on the 2-3 shift.

Make sure the sprag assembly turns freely

clockwise and locks counter clockwise.

MB • Page 2 of 4 Copyright © 2014 ATRA All Rights Reserved

 #1603 A960
L/R, No.2, No.3, and No.4 Sprag Assembly
Install the 3rd brake cylinder and snap ring into the case. Check the oil pressure apply hole, make sure
it lines up. Cylinder #3 aligns with the oil pressure apply hole of the transmission case. Install the No. 3
sprag assembly into the case as shown. All four tabs must be up! The inner race should rotate freely in
a clockwise rotation.

All four tabs must be up! The inner race

should rotate freely in a clockwise rotation.

Copyright © 2014 ATRA All Rights Reserved MB • Page 3 of 4

A960 #1603
L/R, No.2, No.3, and No.4 Sprag Assembly
Install the input shaft asssembly into the direct and the reverse clutch drum. Install the No. 4 sprag
assembly into the input clutch drum. With the sprag installed hold the coast clutch hub, the sprag
assembly should turn freely clockwise and locks counter clockwise.

Make sure the

sprag assembly
turns freely
clockwise and
locks counter
clockwise.

MB • Page 4 of 4 Copyright © 2014 ATRA All Rights Reserved

 Technical Bulletin #1604
Transmission: Lineartronic CVT Gen 1
Subject: Secondary Pressure and Transfer Clutch
Pressure Testing
Application: Subaru
Issue Date: April, 2014

Lineartronic CVT Gen 1

Secondary Pressure and Transfer Clutch Pressure Testing
Warning: You need a 1000 PSI gauge and hose to test secondary pressure. I would suggest using a
transducer for added safety.

To check secondary pulley pressure (line pressure) we are going to need to remove the pressure plug
on the passenger’s side of the transmission shown in figure 1. The fitting threads on the secondary
pressure plug are 14mm x 1.5mm. The pressure is high and we need a 1000 PSI gauge set. I would
recommend the use of a transducer or the Subaru testing equipment.

The Subaru part numbers for testing equipment:

18801AA000 gauge
18681AA000 fitting
498897700 adaptor set

Figure 1
Copyright © 2014 ATRA All Rights Reserved JW • Page 1 of 3
Lineartronic CVT Gen 1 #1604
Secondary Pressure and Transfer Clutch Pressure Testing
With the transducer or gauge hooked up check and record pressure readings at idle in park, reverse,
neutral and drive. Then test reverse at stall and drive at stall. In figure 2 is the chart for line pressure
specification for reference. If line pressure is low some of the area’s to look at would be a plugged
filter, bad pump and leaks in the secondary pulley circuit.

Secondary Line Pressure

Range Throttle Brake Secondary Line Pressure PSI
Stall Drive, Reverse Full Open On 652-870 PSI
Idling Park, Neutral Full Close Off 72-218 PSI
Figure 2

Transfer clutch pressure

In figure 3 is the transfer clutch pressure port. Install gauge or transducer in port. With scan tool enter
FWD mode and test should show 0 psi on tap in all ranges. If pressure is shown, there may be a prob-
lem with transfer clutch control solenoid or valve.

Figure 3

JW • Page 2 of 3 Copyright © 2014 ATRA All Rights Reserved

 #1604 Lineartronic CVT Gen 1
Secondary Pressure and Transfer Clutch Pressure Testing
In normal AWD mode test port at stall in manual 2nd mode, 60% accelerator position and idle. In fig-
ure 4 is pressure specification chart to compare results.

Transfer Case Clutch Pressure

Range Duty Cycle % TPS % AWD Mode FWD Mode
Park, Neutral 0 0 0 0
Manual 2nd 95-100% 100% 145-174 PSI 0
Manual 2nd 60% <<< 58-102 PSI 0
Manual 2nd 0 0 N/A 0 Figure 4
<<< Adjust throttle percent to achieve 60% accelerator position on scan
tool at the transfer case duty cyclePID.

Copyright © 2014 ATRA All Rights Reserved JW • Page 3 of 3

 Technical Bulletin #1605
Transmission: Hondas with External MLPS Switch
Subject: Rough/Delayed Engagements, Range
Indicator Problems
Application: Honda
Issue Date: April, 2014

Hondas with External MLPS Switch

Rough/Delayed Engagement, Range Indicator Problems
After overhaul you may experience delayed or rough engagements into forward or reverse. Gear
range indicator light problems may also occur.

The cause of these complaints is a loose fit between the manual lever selector shaft into the MLPS
switch. This happens when the case cover is being installed. The technician sees that the roll pin on
the selector shaft is not lined up with the key way in the case cover. A pair of pliers is used to rotate
the shaft into position. Twisting the shaft with pliers or vise grips will collapse the shaft causing a loose
fit. Simply spread the shaft open to obtain a good fit between the shaft and MLPS switch.

Copyright © 2014 ATRA All Rights Reserved MP • Page 1 of 1

 Technical Bulletin #1606
Transmission: TH400
Subject: Diagnosing Late Shifts or No Kick Down,
Detent Solenoid Problems
Application: GM
Issue Date: April, 2014

TH400
Diagnosing Late Shifts or No Kick Down
An oldie but a goodie that has plagued many technicians. When a 400 has late shifts, it either has no
vacuum to the modulator or the detent solenoid is active (solenoid is open or leaks). If there’s no kick
down it’s usally an innactive detent solenoid (solenoid stuck closed or no current). A quick way to find
out what’s at fault is with a pressure gauge.

Late Shifts
Measure the line pressure in neutral and drive. The pressure readings should be the same in both
ranges 55-80lbs. If the line pressure jumps to 95-105 in drive and drops back to 55-80lbs when the
lever is placed back in neutral, the detent solenoid circuit is active and is the cause of the late shifts. If
the line pressure is high in neutral and in drive, it’s a vacuum flow or modulator related problem.

Causes of Late Shifts-Active Solenoid Circuit (High Pressure in Drive Only)

1-The solenoid is stuck open
2-Solenoid bolts are loose
3-Has a gasket installed on with an “open winding solenoid”
4-Seperator plate feed orifice is missing,covered or plugged
5-Detent regulator valve stuck open
6-The solenoid gasket is missing or leaking on a “closed winding soleonid”
7-Has battery current to the solenoid with accelerator pedal in closed throttle position

No Kick-Down and Early WOT Shifts

Attach a remote starter switch to the battery positive post and to the soleonid case connector. Line
pressure should be 55-80lbs in nuetral. Place the lever in the drive position and energize the solenoid,
check the line pressure. If there’s no increase in line pressure while in drive with solenoid energized
see “inactive solenoid” causes.

Copyright © 2014 ATRA All Rights Reserved MP • Page 1 of 3

TH400 #1606
Diagnosing Late Shifts or No Kick Down
Inactive Solenoid Circuit Causes: No Kick Down and Early WOT Shifts
1-The solenoid is stuck closed
2-The seperator plate feed orifice is too big
3-Detent regulator valve is stuck closed

If there’s a line pressure increase in drive with remote stater switch, repeat the test using the vehicles
electrical system to energize the solenoid. When using the vehicle electrical system, if there still is no
pressure increase then there is a blown fuse, bad switch or a resistance problem. The late GM trucks
from 1987 on utilize a TPS triggered relay that commonly fails.

Open Winding Solenoid Closed Winding Solenoid

Open winding solenoids have a Closed winding solenoids require a

rubber gasket molded into the gasket. If the gasket is left out it will
mounting flange. If the metal gasket cause late shifts.
is installed, it will create a leak in the
circuit and cause late shifts.

If you have one that will not kick down, has line pressure
increase with solenoid enegrized. Remove the gear and
valve from the governor. Blow air through the gear end of
valve, air must exit at balance port.

MP • Page 2 of 3 Copyright © 2014 ATRA All Rights Reserved

 #1606 TH400
Diagnosing Late Shifts or No Kick Down
When working on any GM transmission. High line pressure from a pressure regulator problem will
only cause rough shifts, never late shifts.

The 400 detent solenoid is tied into the modulator circuit. A leak in the solenoid circuit will cause a
pressure boost created by the modulator circuit in drive only and late shifts.

Solenoid Feed Orifice

.024” - .028”

Copyright © 2014 ATRA All Rights Reserved MP • Page 3 of 3

 Technical Bulletin #1607
Transmission: A4CF2
Subject: Solenoid and Clutch Apply Chart
Application: Kia, Hyundai
Issue Date: April, 2014

A4CF2
Solenoid and Clutch Apply Chart
Solenoid Apply Chart
PCSV-A PCSV-B PCSV-C PCSV-D On/Off
Range
(OD & L/R) (2nd & R) (UD) TCC Solenoid
Park,Neutral OFF ON ON OFF ON
Reverse OFF OFF ON OFF ON
D, 1st *OFF-ON ON OFF OFF *ON-OFF
D, 2nd ON OFF OFF ON OFF
D, 3rd OFF ON OFF ON OFF
D, 4th OFF OFF ON ON OFF
S - 1st OFF ON OFF OFF ON

* Changes as speed increases in drive position

PCSV-A: When the oil pressure is required for OD clutch or Low & reverse brake, this solenoid valve
must be off.

PCSV-B: When the oil pressure is required for 2nd brake or Reverse clutch, this solenoid valve must be
off. If the manual valve ‘R’ position is selected, the pressure will be applied to the reverse clutch. That
is the reason why the reverse clutch is not engaged in 2nd and 4th gear (PCSV-B off condition)

PCSV-C: When this solenoid valve is off, UD clutch will be engaged.

PCSV-D: When this solenoid is off, the damper clutch is released.

SCSV (On/Off): When this solenoid valve is off, LR brake pressure is released and the OD clutch pres-
sure is applied. That is the reason why the 3rd gear failsafe (mechanically failed 3rd gear condition) is
possible when the all solenoid valves are off including this solenoid valve.

VFS Solenoid Valve: Changes the line pressure according to throttle open angle (engine load) and shift
ranges.

Copyright © 2014 ATRA All Rights Reserved JW • Page 1 of 2

A4CF2 #1607
Solenoid and Clutch Apply Chart
Clutch Apply Chart
Reverse 2nd/4th
Ranges UD Clutch OD Clutch L/R Brake OWC
Clutch Brake
Park, Neutral ON
Reverse ON ON
Drive 1st ON ON
Drive 2nd ON ON
Drive 3rd ON ON
Drive 4th ON ON
2 1st ON ON
2 2nd ON ON
1st ON ON ON

JW • Page 2 of 2 Copyright © 2014 ATRA All Rights Reserved

 Technical Bulletin #1608
Transmission: ZF5HP24
Subject: Slips In Reverse
Application: Land Rover, Jaguar, BMW
Issue Date: April, 2014

ZF5HP24
Slips In Reverse
Do you have a Land Rover, Jag or BMW that slips in reverse? Have you already tried another valve
body, solenoids and/or a new C clutch drum and it still slips? Have a look at the C clutch drum shaft
bushings.

Inner Bushing

Outer Bushing

Copyright © 2014 ATRA All Rights Reserved MP • Page 1 of 2

ZF5HP24 #1608
Slips in Reverse
The C clutch drum shaft bushings not only provide support for the shaft and drum. The bushings are
also critical seals for the reverse hydraulic circuit. Most often the bushings may have an appearance of
“in good condition”. You should always place the C drum shaft over the input planet shaft and check
the bushing fit one end at a time.

If the bushings are worn reverse oil will be dumped into the lube circuit and pan. Replacment bushings
are availible. The o-rings and teflon sealing rings are equally important as well.

Clutch O-Rings

C Clutch Sealing Rings

Feed In to C Clutch
Feed Out to C Clutch

MP • Page 2 of 2 Copyright © 2014 ATRA All Rights Reserved