Auto 3

‫كلية تكنولوجيا الصناعة والطاقة‬
Automatic Transmission
Autotronics Program
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Dr. Mohamed Essam
Lec. 1 February 2024
Automatic Transmission ‫كلية تكنولوجيا الصناعة والطاقة‬
• Electronic transmission control provides automatic gear changes when certain operating conditions are
met. Through the use of electronics, transmissions have better shift timing and quality. As a result, the
transmissions contribute to improved fuel economy, lower exhaust emission levels, and improved driver
comfort.
• Hydraulically controlled transmissions relied on pressure differentials at the sides of a shift valve to hold or
change a gear. Electronic transmissions do too. However, the pressure differential is caused by the action
of shift solenoids that allow for changes in pressure on the side of a shift valve. The computer controls
these solenoids. The solenoids do not directly control the transmission’s clutches and bands. These are
engaged or disengaged in the same way as hydraulically controlled units.
• The solenoids simply control the fluid pressures and do not perform a mechanical function.
• In an electronic automatic transmission (EAT) system, there is a central processing unit, inputs, and
outputs. Often the central processing unit is a separate computer designated for transmission control. The
computer receives information from various inputs and controls two to five solenoids that control
hydraulic pressure and fluid flow to the apply devices and to the clutch of the torque converter.
• This computer may be the transmission control module (TCM) or the powertrain control module (PCM).
When the transmission is not controlled by the PCM, a TCM is used. The TCM is tied into the serial (CAN)
bus and shares information with the PCM. The TCM may be a separate unit or may be part of another
control module, such as the body control module (BCM).
TRANSMISSION CONTROL MODULE ‫كلية تكنولوجيا الصناعة والطاقة‬
• A TCM is programmed to provide gear changes at the optimum time. The TCM controls shift timing, shift
feel, and the operation of the torque converter clutch. To determine the best operating strategy for the
transmission, the TCM uses inputs from some engine-related and driver-controlled sensors.
• A shift schedule contains the actual shift points to be used by the computer according to the input data it
receives from the sensors. Shift schedule logic chooses the appropriate gear and then determines the
correct shift schedule or pattern that should be followed. Each possible engine/transmission combination
for a vehicle has a different set of shift schedules. The shift schedules set the conditions required for a
change in gears. The computer frequently reviews the input information and can make quick adjustments
to the schedule, if needed and as needed.
• The TCM controls the action of various solenoids to control the torque converter clutch and shift times and
feel.
• The electronic control systems used by the manufacturers differ with the transmission models and the
engines to which they are attached. The components in each system and the overall operation of the
system also vary with the different transmissions. However, all operate in a similar fashion and use
basically the same parts.
Inputs
• The computer may receive information from two different sources: directly from a sensor or through the
CAN communication bus that connects all of the vehicle’s computer systems. Normal engine-related inputs
are used by the TCM to determine the best shift points.
• Typical bus inputs used by the TCM are from the throttle position (TP), manifold absolute pressure (MAP),
mass airflow (MAF), intake air temperature (IAT), barometric pressure (BARO), engine coolant
temperature (ECT), and crankshaft position (CKP) sensors. These provide the TCM with information about
the operating condition of the engine. Through these, the TCM is able to control shifting and torque
converter clutch (TCC) operation according to the temperature, speed, and load of the engine.
• Once the TCM commands a gear change, solenoids are energized to hydraulically control the engagement
of the proper clutch or band.
On-Off Switches
• Several simple switches are used in the control of an EAT. The number and purpose of each depends on
the system. A brake pedal position (BPP) switch tells the TCM when the brakes are applied. At that time,
the torque converter clutch disengages. The BPP switch closes when the brakes are applied and opens
when they are released. Its input has little to do with the up-and-down shifting of gears, except that in
some systems it signals a need for engine braking.
• The transmission control (TC) switch is a momentary contact switch located on the selector lever that
allows the driver to cancel operation of overdrive. When the TC switch is depressed, a signal is sent to the
PCM to disengage overdrive operation. At the same time, the PCM illuminates the transmission control
indicator lamp (TCIL) to notify the driver that overdrive is canceled.
• An A/C request switch tells the TCM that the A/C has been turned on. The TCM then changes the line
pressure and shift timing to accommodate the extra engine load created by the A/C system. When the A/C
clutch is engaged, the electronic pressure control (EPC) is adjusted by the TCM to compensate for the
additional load on the engine.
• EATs also have a cruise control switch that informs the TCM when cruise control is active. In this mode,
shift patterns are altered to reduce excessive and harsh shifting.
Digital Transmission Range (TR) Sensor
• The first input that the TCM looks at is the position of the gear shift lever. All shift schedules are based on
the gear selected by the driver. These schedules are coded by the position of the gear selector and the
current gear range and use throttle angle and vehicle speed as primary determining factors. A digital
transmission range (TR) sensor informs the TCM of the gear selected by the driver. This sensor normally
also contains the neutral safety switch and the reverse light switch.
• A TR sensor is typically a multiple-pole-type on-off switch. The digital TR sensor may be located on the
outside of the transmission at the manual lever or it may be part of the TCM.
Throttle Position (TP) Sensor
• The TP sensor sends a voltage signal to the TCM in response to TP. The TP sensor is very important to the
operation of an EAT and is used for shift scheduling, EPC, and TCC control.
• If the TP signal is wrong, it can affect transmission kickdown shifts during acceleration as well as upshifts
and downshifts. When the TCM is unable to get a good TP signal, it may substitute a “calculated” TP based
on other inputs from the data bus. Regardless, the TCM always calculates a TP based on its programming
and inputs.
Mass Airflow (MAF) Sensor
• The MAF sensor measures the mass of air flowing into the engine and is primarily used to calculate
injector pulse width. It also is used to calculate engine load and to regulate electronic pressure control
(EPC) and shift and TCC scheduling. Depending on the type of fuel injection system used (speed density or
airflow), engine load may be determined by the TP sensor, MAP sensor, and/or a vane airflow VAF sensor
or MAF sensor.
Temperature Sensors
• Shift schedules are also influenced by the engine’s temperature. Sometimes the engine’s temperature is
raised by delaying gear shifts. When the engine is overheating, shifts will occur sooner. The computer may
also engage the converter clutch in second or third gear if the coolant temperature rises. Engine
temperatures are often tied to ATF temperatures in the computer and are critical to the operation of a
transmission.
• The IAT sensor provides the fuel injection system with mixture temperature information. The IAT sensor is
used both as a density corrector for airflow calculation and to proportion cold enrichment fuel flow.
• The TCM uses this temperature to estimate transmission fluid temperature.
Engine Speed
• To ensure that the transmission shifts at the correct time, the TCM must receive an engine speed input.
This can be done through the ignition module and serial data bus or through a direct connection from a
dedicated circuit between the CKP sensor and TCM. With the direct connection, all time delays at the bus
circuit are eliminated and the TCM always knows the current engine speed.
• This input is used to determine shift timing, wide-open throttle (WOT) shift control, TCC control, and EPC
pressure. Also, to prevent the engine from running at too high of a speed, the TCM will order an upshift.
Transmission Fluid Temperature (TFT) Sensor
• The transmission fluid temperature (TFT) sensor is normally located on the valve body. Signals from the
sensor tell the TCM what the temperature of the ATF is. The sensor is a thermistor whose output signal
varies with ATF temperature. The TCM uses this signal to control shift timing, shift feel, and TCC
engagement. When the signal indicates normal operating temperature, the transmission is shifted
normally; however, when the fluid is too cold or too hot, shifting is altered.
• When the fluid temperature is too high, the TCM will operate the transmission in a way to allow it to cool.
Shifts will occur sooner than normal. When the fluid is too cold, shifting is delayed to help warm the fluid.
Fluid temperature is used, along with other inputs, to control TCC clutch engagement.
• When the fluid is cold, the TCM prevents TCC engagement until the fluid reaches a specific temperature.
Some transmissions operate with distinct shift schedules based on fluid temperature.
• If the TFT sensor fails or the TCM determines temperature signals are incorrect, the TCM will look at
engine temperature to estimate the temperature of the ATF.
TRANSMISSION CONTROL MODULE
Transmission Pressure Switches
• Various transmission pressure switches can be used to keep the TCM informed as to which hydraulic
circuits are pressurized and which clutches and brakes are applied. These input signals can serve as
verification to other inputs and as self-monitoring or feedback signals. The most commonly used pressure
switch is the transmission fluid pressure (TFP) switch, which monitors fluid pressure to determine when a
clutch or band is applied or released.
Voltage-Generating Sensors
• A variety of speed sensors, most commonly Hall-effect or PM generator sensors, are used in today’s EATs.
These sensors serve as the governor signal and monitor the operation of the transmission. Most TCMs
receive a signal from a vehicle speed sensor (VSS) and use this to determine the correct time to shift.
• Some EATs have an output shaft speed (OSS) sensor. This sensor may be used with the VSS or provide a
vehicle speed reference for the TCM. When a vehicle has both sensors, the OSS signal is used as a
verification signal for the VSS, or vice versa. The OSS is typically used for control of torque converter clutch
operation, shift timing, and fluid pressure control.
• Some transmissions have an input speed sensor (ISS) or a turbine speed (TSS) sensor. This sensor is
identical to the OSS and its signal is used to calculate converter turbine speed. It is also used, along with an
engine speed input, to determine the amount of T/C slip by providing the TCM with the difference
between engine speed and transmission input shaft speed. This is used to determine the amount of
pressure applied to the TCC.
Outputs
• Common outputs used with EATs are indicator lamps and solenoids. The
indicator lamps can show the selected gear range in the instrument
panel. Shift, pressure control, and TCC solenoids are used in all modern
EATs. All of these are controlled by the TCM. The solenoids are typically
located inside the transmission and are mounted to the valve body.
Shift Solenoids
• Shift solenoids are used to regulate shift timing and feel by controlling
the delivery of fluid to the manual shift valve. These solenoids are on-off
solenoids that are normally off and in the open position.
• A typical four-speed unit has two shift solenoids. The two solenoids offer
four possible on-off combinations to control fluid to the various shift
valves. This provides the engagement of the four forward gears.
Transmissions with additional forward gears rely on additional shift
solenoids.
• The on-off combinations of these provide the additional gears. It is
important to note that the TCM will stop current flow to a shift solenoid
if it detects a fault in the solenoid or its circuit.`
Pressure Control Solenoids
• The pressure control solenoid provides changes in line
pressure in response to engine running conditions and
engine load. The action of the solenoid controls the
operating hydraulic pressures to the clutches and brakes to
provide smooth and precise shifting. The pressure control
solenoid is installed on the valve body.
• In most cases, the pressure control solenoid is called an
electronic pressure control (EPC) solenoid and is duty cycle
controlled by the TCM. Most of these solenoids are variable
force solenoids (VFS) or pulse width modulated (PWM)
solenoids and contain a spool valve or plunger and a spring.
To control fluid pressure, the PCM sends a varying signal to
the solenoid. This changes the amount the solenoid will
cause the spool valve to move.
TCC Solenoid
• The TCC solenoid is used to control the application, modulation, and release of the TCC. The operation of
the converter clutch is also totally controlled by the TCM. The exception to this is when the clutch is
hydraulically disabled to prevent engagement regardless of the commands from the computer.
• The converter clutch is hydraulically applied and electrically controlled through a PWM solenoid controlled
by the TCM. When the solenoid is off, TCC signal fluid exhausts and the converter clutch remains released.
Once the solenoid is energized, TCC signal fluid passes to the TCC regulator valve and the clutch, engaging
it.
• Modulating the pressure to the clutch allows for smooth engagement and disengagement and also allows
for partial engagement of the clutch. Whenever the TCM detects a problem in any of the solenoids in a
transmission, it will disable the TCC solenoid.
Automatic Transmission Service ‫كلية تكنولوجيا الصناعة والطاقة‬
• Whenever you are diagnosing or repairing a transaxle or transmission, make sure you refer first to the
appropriate service manual before you begin.
• Transmissions are strong and typically trouble free units that require little maintenance. Normal
maintenance usually includes fluid checks, scheduled linkage adjustments, and oil and filter changes.
IDENTIFICATION
• Always make sure you know exactly which transmission you are working on. The only positive way to
identify a transmission is by its identification numbers. Transmission identification numbers are found on
stickers on the transmission, stamped numbers in the case, or on a metal tag held by a bolt. Most late-
model transmissions have labels with bar codes that can be scanned for transmission identification.
BASIC DIAGNOSTICS
• Automatic transmission problems are commonly caused by poor engine performance, problems in the
hydraulic system, abuse resulting in overheating, mechanical malfunctions, electronic failures, and/or
improper adjustments. Diagnosis of transmission problems should begin with checking the condition and
level of the fluid, conducting a thorough visual inspection, checking the various linkage adjustments,
retrieving all DTCs, and checking basic engine operation.
• Engine performance can affect torque converter clutch operation. If the engine is running too poorly to
maintain a constant speed, the converter clutch will engage and disengage at higher speeds.
• The customer complaint may be that the vehicle vibrates. If the vehicle has an engine performance
problem, the cause should be found and corrected before any conclusions on the transmission are made.
A quick way to identify if the engine is causing shifting problems is to connect a vacuum gauge to the
engine and take a reading while the engine is running. The gauge should be connected to intake manifold
vacuum. A normal vacuum gauge reading is steady.
BASIC DIAGNOSTICS
• Automatic transmission problems are commonly caused by poor engine performance, problems in the
hydraulic system, abuse resulting in overheating, mechanical malfunctions, electronic failures, and/or
improper adjustments. Diagnosis of transmission problems should begin with checking the condition and
level of the fluid, conducting a thorough visual inspection, checking the various linkage adjustments,
retrieving all DTCs, and checking basic engine operation.
• Engine performance can affect torque converter clutch operation. If the engine is running too poorly to
maintain a constant speed, the converter clutch will engage and disengage at higher speeds.
• The customer complaint may be that the vehicle vibrates. If the vehicle has an engine performance
problem, the cause should be found and corrected before any conclusions on the transmission are made.
A quick way to identify if the engine is causing shifting problems is to connect a vacuum gauge to the
engine and take a reading while the engine is running. The gauge should be connected to intake manifold
vacuum. A normal vacuum gauge reading is steady.
Transmission Fluid
• The oil used in automatic transmissions is called automatic transmission fluid (ATF). This special fluid is
dyed red so that it is not easily confused with engine oil.
• Before checking the fluid, make sure the engine is warm and the vehicle is level. Then set the parking
brake and allow the engine to idle. Sometimes the manufacturer recommends that the ATF level be
checked when the transmission is placed into Park; however, some may require some other gear. Make
sure you follow those requirements. Locate the fluid dipstick and pull it out of its tube. Check the level of
the fluid on the dipstick. If the level is low, add only enough to bring the level to full.
• Make sure you only use the fluid recommended by the manufacturer.
Transmission Fluid
• The condition of the fluid should be checked while checking the fluid level. The normal color of ATF is pink
or red. If the fluid has a dark brownish or blackish color and/or a burned odor, the fluid has been
overheated.
• A milky color indicates that engine coolant has been leaking into the transmission’s cooler in the radiator.
• After checking the ATF level and color, wipe the dipstick on absorbent white paper and look at the stain
left by the fluid. Dark particles are normally band and/or clutch material, whereas silvery metal particles
are normally caused by the wearing of the transmission’s metal parts.
• If the dipstick cannot be wiped clean, it is probably covered with varnish, which results from fluid
oxidation. Varnish will cause the transmission’s valves to stick, causing improper shifting speeds. Varnish or
other heavy deposits indicate the need to change the transmission’s fluid and filter.
• The exact fluid that should be used in an automatic transmission depends on the transmission design and
the year the transmission was built. It is very important that the correct type of ATF be used.
• Always refer to the service or owner’s manual for the correct type of fluid to use. Some transmission
dipsticks are also marked with the type of ATF required.
Transmission Fluid
• Low fluid levels can cause a variety of problems. Air can be drawn into the oil pump’s inlet circuit and mix
with the fluid. This will result in aerated fluid, which causes slow pressure buildup, and low pressures,
which cause slippage between shifts.
• If the fluid level is low, the problem could be external fluid leaks. Check the transmission case, oil pan, and
cooler lines for signs of leaks.
• Excessively high fluid levels can also cause aeration. As the planetary gears rotate in high fluid levels, air
can be forced into the fluid. Aerated fluid can foam, overheat, and oxidize. All of these problems can
interfere with normal valve, clutch, and servo operation. Foaming may be evident by fluid leakage from
the transmission’s vent.
• Contaminated fluid can sometimes be felt better than be seen. Place a few drops of fluid between two
fingers and rub them together. If the fluid feels dirty or gritty, it is contaminated with burned friction
material.
Transmissions without a Dipstick
• Many late-model transmissions do not have a dipstick, and the fluid level is checked in the same way as a
manual transmission. The dipstick and filler tube were removed from these transmissions to prevent
overfilling.
• Research has found that many transmission failures were caused by overfilling and/or using the wrong
fluid. Without a dipstick, it is difficult to check the fluid level and condition. These transmissions have a
vent/fill cap typically located on the side of the transmission.
• Some also have a drain plug in the bottom of the pan. In addition, these transmissions are fitted with a
fluid level sensor that will inform the driver when the fluid level is dangerously low.
• To check the fluid level, the transmission must be warm and the vehicle must be on a level surface or
raised on a lift. It is important that all four wheels are raised, because just lifting the front will put the
vehicle on a slant and you will be unable to get an accurate reading. Find the fill plug and remove it. A
small amount of fluid should leak out of the vent/fill opening if the fluid is at the correct level. If fluid does
not come out, add fluid until it does.
FLUID LEAKS
• Continue your diagnostics with a quick and careful visual inspection.
Check all drivetrain parts for looseness and leaks. If the transmission
fluid was low or there was no fluid, raise the vehicle and carefully
inspect the transmission for signs of leakage. Leaks are often caused
by defective gaskets or seals.
• Common sources of leaks are the oil pan seal, rear cover and final
drive cover (on transaxles), extension housing, speedometer gear
assembly, and electrical switches mounted into the housing.
• The housing may have a porosity problem, allowing fluid to seep
through the metal. Case porosity may be repaired with an epoxy
sealer.
Oil Pan
• A common source of fluid leakage is between the oil pan and the
transmission housing. If fluid is present around the rim of the pan, retorquing
the pan bolts may correct the problem. If it does not correct the problem, the
pan must be removed and a new gasket installed. Make sure the sealing
surface of the pan is flat and capable of providing a seal before reinstalling it.
Torque Converter
• Torque converter problems can be caused by a leaking converter. This type of
problem may be the cause of customer complaints of slippage and a lack of
power. To check the converter for leaks, remove the converter access cover
and examine the area around the torque converter shell.
• An engine oil leak may be falsely diagnosed as a converter leak. The color of
engine oil is different from that of transmission fluid and may help identify
the true source of the leak. However, if the oil or fluid has absorbed much
dirt, both will look the same. An engine leak typically leaves an oil film on the
front of the converter shell, whereas a converter leak will cause the entire
shell to be wet. If the transmission’s oil pump seal is leaking, only the back
side of the shell will be wet. If the converter is leaking or damaged, it should
be replaced.
Checking Transmission and Transaxle Mounts
• The engine and transmission mounts on FWD cars are important to the operation of the transaxle. Any
engine movement may change the effective length of the shift and throttle cables or wiring harnesses
and therefore may affect the engagement of the gears.
• Delayed or missed shifts may result from linkage changes as the engine pivots on its mounts.
• Visually inspect the mounts for looseness and cracks. With a prybar, pull up and push down on the
transaxle case while watching the mount. If the mount’s rubber separates from the metal plate or if the
case moves up but not down, replace the mount. If there is movement between the metal plate and its
attaching point on the frame, tighten the attaching bolts.
• Then, from the driver’s seat, apply the foot brake, set the parking brake, and start the engine. Put the
transmission into a forward gear and gradually increase the engine speed to about 1,500 to 2,000 rpm.
• Watch the torque reaction of the engine on its mounts. Repeat the check in reverse. If the engine’s
reaction to the torque appears to be excessive, broken or worn drivetrain mounts may be the cause.
Transmission Cooler and Line Inspection
• Transmission coolers are a possible source of fluid leaks. The efficiency of the coolers is also critical to the
operation and longevity of the transmission.
• Follow these steps when inspecting the transmission cooler and associated lines and fittings:
1. Check the engine’s cooling system. The transmission cooler cannot be efficient if the engine’s cooling
system is defective. Repair all engine cooling system problems before continuing to check the
transmission cooler.
2. Inspect the fluid lines and fittings between the cooler and transmission. Check these for looseness,
damage, signs of leakage, and wear. Replace any damaged lines and fittings.
3. Inspect the engine’s coolant for traces of transmission fluid. If ATF is present in the coolant, the
transmission cooler leaks.
4. Check the transmission’s fluid for signs of engine coolant. Water or coolant will cause the fluid to
appear milky with a pink tint. This milky appearance is also an indication that the transmission cooler
leaks and is allowing engine coolant to enter into the transmission fluid.
• The cooler can be checked for leaks by disconnecting and plugging the transmission to cooler lines at the
radiator. Then remove the radiator cap to relieve any pressure in the system.
• Tightly plug one of the ATF line fittings at the radiator. Using the shop air supply with a pressure regulator,
apply 50 to 70 psi of air pressure into the cooler at the other cooler line fitting. Look into the radiator. If
bubbles are observed, the cooler leaks.
CHECKING THE TORQUE CONVERTER
• Many transmission problems are related to the operation of the torque converter. Normally, torque
converter problems will cause abnormal noises, poor acceleration in all gears, normal acceleration but
poor high-speed performance, or transmission overheating.
• If the vehicle lacks power during acceleration, it has a restricted exhaust or the torque converter’s
oneway stator clutch is slipping. To determine which of these problems is causing the power loss, test for
a restricted exhaust first. Other possible causes of this problem include a restricted air or fuel filter and a
defective fuel pump.
• If there is no evidence of a restricted exhaust, it can be assumed that the torque converter’s stator clutch
is slipping and not allowing any torque multiplication to take place in the converter. To correct this
problem, the torque converter should be replaced.
• If the engine’s speed flares up during acceleration in drive and does not have normal acceleration, the
clutches or bands in the transmission are slipping. This symptom is similar to the slipping of a clutch in a
manual transmission. Often this problem is mistakenly blamed on the torque converter.
• Complaints of thumping or grinding noises are often thought to be caused by the torque converter (T/C),
when they are actually caused by bad thrust washers or damaged gears and bearings in the transmission.
Non-transmission problems, such as bad CV joints and wheel bearings, also cause these noises.
• A common TCC problem is the presence of a shudder when it is being engaged or disengaged. This
shudder also can be caused by an out-of-round torque converter and contaminated clutch frictional
material.
• An out-of-round converter prevents full clutch engagement, which is a common cause of clutch shudder.
• Engine-related problems can also cause the clutch to engage early or not at all. Vacuum leaks and bad
electrical sensors can prevent the TCC from engaging at the correct time.
• To test the torque converter, many technicians perform a stall test. The stall test checks the holding
capacity of the converter’s stator overrunning clutch assembly as well as the clutches and bands in the
transmission.
• To conduct a stall test, connect a tachometer to the engine and position it so that it can be easily read
from the driver’s seat. Set the parking brake, raise the hood, and place blocks in front of the vehicle’s
nondriving tires.
• With the engine running, press and hold the brake pedal. Then move the gear selector to the drive
position and press the throttle pedal to the floor. Hold the throttle down for 2 seconds then note the
tachometer reading and immediately let off the throttle pedal and allow the engine to idle. Compare the
measured stall speed to specifications.
• The engine will reach a specific speed if the torque converter and transmission are functioning properly.
• If the tachometer indicates a speed above or below specifications, a possible problem exists in the
transmission or torque converter. If a torque converter is suspected as being faulty, it should be removed
and the one-way clutch checked on the bench.
• A restricted exhaust or slipping stator clutch is indicated if the stall speed is below the specifications. If
the stator’s one-way clutch is not holding, ATF leaving the turbine of the converter works against the
rotation of the impeller and slows down the engine.
• Both of these problems cause poor acceleration. If the stall speed is only slightly below normal, the
engine is probably not producing enough power and should be diagnosed and repaired.
• If the vehicle has poor acceleration but had good results from the stall test, suspect a seized one-way
clutch. Excessively hot ATF in the transmission is a good indication that the clutch is seized. However,
other problems can cause these same symptoms; therefore, be careful during your diagnosis.
• If the stall speed is above specifications, the bands or clutches in the transmission may be slipping and
not holding properly. A stall test will generate a lot of noise, most of which is normal. If you hear any
metallic noises during the test, however, diagnose the source of these noises. Operate the vehicle at low
speeds on a hoist with the drive wheels free to rotate. If the noises are still present, the source of the
TC-Related Cooler Problems
• Vehicles equipped with a converter clutch may stall when the transmission is shifted into reverse gear.
The cause of this problem may be plugged transmission cooler lines, or the cooler itself may be plugged.
• Fluid normally flows from the torque converter through the transmission cooler. If the cooler passages
are blocked, fluid is unable to exhaust from the torque converter and the converter clutch piston remains
engaged. When the clutch is engaged, there is no vortex flow in the converter and therefore little torque
multiplication is taking place in the converter.
• To verify that the transmission cooler is plugged, disconnect the cooler return line from the radiator or
cooler. Connect a short piece of hose to the outlet of the cooler and allow the other end of the hose to
rest inside an empty container. Start the engine and measure the amount of fluid that flows into the
container after twenty seconds. Normally, 1 quart of fluid should flow into the container. If less than that
filled the container, a plugged cooler is indicated.
• To correct a plugged transmission cooler, disconnect the cooler lines at the transmission and the radiator.
Blow air through the cooler, one end at a time, then through the cooler lines. The air will clear large
pieces of debris from the transmission cooler. Always use low air pressure, no more than 50 psi (3.5 kg/
cm2). Higher pressures may damage the cooler. If there is little airflow through the cooler, the radiator or
external cooler must be removed and flushed or replaced.
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‫كلية تكنولوجيا الصناعة والطاقة‬

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