frash-Q-A.

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7/22/05

2:17 PM

Page 32

by Larry Frash

elcome back to Q&A:

Weve gathered a few
more questions that have
come through the ATRA Technical
Department and wanted to share the
answers with you. Once again, the
names and towns have been changed to
protect the innocent.

4R44E/5R55E:
Converter Clutch Slip
Hi, my name is Chris and Im a
rebuilder from Mooresville, North
Carolina. Weve been fighting a TCC
slip code in a 1995 Ford Ranger with a
4R44E. Weve installed two different
used valve bodies, a new solenoid, and
three rebuilt torque converters. We also
installed a new pump from the local
Ford dealer and the input shaft looks
great. I read your Q&A article in the
July 2004 issue of GEARS Magazine
and was impressed by the information

that was written about the F4E-III lockup system. Is there anything else that I
can do to improve lockup in the
4R55E/5R55E and get rid of this code?
Well, it wouldnt be right if I didnt
ask how line pressure looked. For now,
Im going to assume its good. With
that said, there are only a few things
you didnt mention.
First, make sure you have the correct TCC solenoid installed (figure 1).
95-96 models must use part # F5TZ-

7F037-AA; 97-up models must use part

# ZL2Z-7G136-AA. Electrically, these
solenoids appear to be the same. But
hydraulically they respond differently
to the duty cycle signal the computer
sends during lockup. For example, if
you install a late TCC solenoid in a 95
Ranger, the pressure the TCC solenoid
produces wont ramp up quickly
enough to engage the converter clutch
properly. This is because the 95 Ranger
computer signals are calibrated for the

95-96 Models
Part# F5TZ-7F037-AA
Always use assembly grease in the spring
pocket to prevent the spring from popping out
during assembly.
97-Up Models
Part# ZL2Z-7G136-AA

Figure 1

32

Converter clutch modulator valve.

Figure 2

GEARS August 2005

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early
designed
When doing this modification,
TCC solenoids and
always plug this hole.
not the late style.
During lockup,
converter
clutch release oil
must be exhausted.
The problem with
this transmission is
the
converter
clutch release presDrill a 0.062" exhaust hole in this circuit. The hole
sure
exhausts
should protrude through the outside of the casting.
through the springFigure 3
loaded cooler limit
valve. This prevents release pressure from dropping
way to improve lockup and can be used
completely to zero like most other
as a rebuild procedure on all
transmissions.
4R44E/5R55E transmissions.
Heres a very simple modification
that will improve lockup:
R4AEL: Falls Out of
Overdrive
Remove the converter clutch modulator valve (figure 2).
My name is Eddie, and Im from
Drill a 0.062 exhaust hole in the
the Atlanta area. Im working on a
Figure 4
converter release passage of the
1990 Mazda MPV with an
valve body casting (figure 3).
R4AEL transmission that
TCM
Plug the small bypass hole in the
downshifts to third gear when
plate (figure 4).
I let off of the accelerator.
This will completely exhaust the
Line pressure was good and
converter release circuit when the con4th apply pressure dropped to
verter clutch modulator valve is in the
zero during the downshift, so
lockup position. Dont forget to plug
I thought it was a control
the small bypass hole in the plate.
problem. I monitored the shift
Failing to do so will create a converter
solenoid signals and found
drainback condition.
that, when I was cruising in
When you reinstall the converter
4th gear at about 60 MPH,
clutch modulator valve, make sure you
solenoid A was on and soleput some assembly grease in the spring
noid B was off. When I let off
pocket of the valve. If the spring pops
the accelerator, nothing
out during assembly, it willl cock in the
changed. But then I noticed
bore and prevent the valve from movthe overrun solenoid was
ing.
cycling on and off with the
1990 MPV Inhibitor Switch Circuit
This modification is a quick, easy
accelerator pedal. When the
Figure 5

Please visit us at
booth #727

GEARS August 2005

33

Q&A: 3 Hot Tech Problems and Answers

Converter
Turbine
Pressure

Figure 6

overrun solenoid was on, I had 4th

gear. Can this cause this transmission
to fall out of 4th gear, and is this normal? I also noticed that the hold mode
indicator light doesnt work.
Eddie, so far youve done a fantastic job diagnosing this problem and it
led you in exactly the right direction.
The overrun solenoid must be on to
have 4th gear. At light throttle, the overrun solenoid controls the overrun clutch
control valve, which can inhibit 4th
gear and apply the overrun clutch. The
overrun solenoid should stay on when
you lift your foot off the accelerator.
Three weeks ago I had a similar
call. What was causing these two symptoms was no voltage to the inhibitor
switch. The computer strategy wont
allow Hold Mode to work in park, neutral or reverse, so believe it or not, the
Hold Mode indicator not working was a
bigger clue than you may have thought.
The inhibitor switch supplies 12
volts to individual pins on the computer, one for each gear, depending on
what gear you select (figure 5). For
example, in reverse, the computer
reverse indicator pin would receive 12
volts from the inhibitor switch and all
other pins from the switch would
receive zero volts.
Apparently, when none of these
pins have power, theres a computer
strategy that allows the transmission to
work normally unless you let off the
throttle in 4th gear or request the Hold
Mode function. Check for power to the
inhibitor switch. If you have power to it,
backprobe the computer using the computer pin chart (figure 6) to see if the
inhibitor switch is working properly.

CD4E Repeat
Converter Failure
Hi, my name is Roger; Im working
34

on a 1998 Ford Contour with

a CD4E transmission. This
car keeps coming back with
converter slip codes. So
far Ive had the converter
rebuilt four times. Ive
Figure 7
installed a brand new valve
body, new solenoid pack,
new pump, new stator support, and checked the input
shaft. Ive also verified the
computer is correct and the
transmission has the correct
ratios. I cant see anything
wrong with this transmission.
Please help.
Roger, sometimes the
answer is in places that a
transmission rebuilder simply cant see. Whether youre
having lockup problems or
not, always check converter
turbine pressure (figure 7).
With the transmission hot,
the pressure should be at
least 70 PSI while the transCD4E converter clutch apply pistons
mission is in lockup. Low
usually crack in this location.
converter turbine pressure
will cause converter slip.
While most converter
rebuild companies are very
good, sometimes they may
overlook things like a
cracked piston. Its common
for these converters to have
cracks in the apply pistons
Figure 8
(figure 8).
The transmission that
this converter came out of had good turconverter open and check the apply pisbine pressure until the transmission got
ton yourself for small cracks.
hot. When the transmission temperature
If you or anyone in your shop have
reached about 150 F, the turbine prestechnical questions or have a fix of your
sure dropped to 25 PSI in lockup.
own, send them in wed love to hear
Replacing the converter cured both the
from you!
pressure problem and lockup problem.
Have the converter rebuilder cut your
GEARS August 2005

sonnax plcd 8-05.qxd

7/21/05

4:41 PM

Page 35

Apply yourself

The new Sonnax Oversized Bypass Clutch Control Valve Kit

for the AXODE and AX4S can save you up to
$200 in valve body replacement costs.

COMPLAINT

TCC apply & release control problems

Hydraulic-related converter codes Reduced cooler and lube pressure

SECONDARY COMPLAINTs

Cause

AXODE, AX4S

Severe wear of the valve body bore

at the bypass clutch control valve
allows regulated converter charge
oil leakage.

COrrection

Bypass Converter
Clutch Control Valve

These valves are slightly oversized

to restore hydraulic integrity at
the spool/bore interfaces.

Bypass Control Plunger

(also available 96206-01K)

Reamer

Spring

Oversized Bypass
Converter Clutch
Control Valve Kit

Jig

Bypass Control
Plunger Sleeve
(also available 96206-01K)

TOOL

96201-19K

Retaining Clip
R

Bore Sizing Tool

EQ

Oversized Bypass Converter

Clutch Control Valve Kit

U IRE

1 O.S. Bypass Clutch Control Valve

1 Spring

96201-TL
1 Reamer
1 Reamer Jig
1 Bore Sizing Tool
Also Available

96206-01K
Bypass Clutch Control Plunger
Valve & Sleeve

Converter clutch apply and

release problems are common
in AXODE and AX4S transmissions with severely worn valve
body bores at the bypass clutch
control valve. A worn bore can
allow converter feed and lube
oil to exhaust, causing a loss of
MCCC (modulated converter
clutch control) solenoid control.
The Sonnax kit includes a
wear-resistant, oversized valve

to restore hydraulic integrity at

the spool/bore interface, along
with a sturdier spring for the
control sleeve to offer stronger
resistance to the oversized
valve. Annular grooves have
been added to the TCC solenoid spool lands to help center
the valve in the bore. A bore
sizing tool is included to ensure
proper fit and bore integrity
after reaming.
See your nearest Transmission Specialties distributor
& ask for Sonnax quality engineered products.

D E S I G N E D
2005 Sonnax

T O

S A V ETM

Automatic Drive P.O. Box 440

Bellows Falls, VT 05101-0440 USA
800-843-2600 802-463-9722 F: 802-463-4059
www.sonnax.com info@sonnax.com

VISIT OUR WEBSITE FOR SONNAX REAMERS & OTHER TOOLS