2009 - Transmission Repair and Problem solving · PDF fileCongratulations on attending ATRA’s 2009 Technical Seminar! ... Clutch and Band Application Chart ... 68RFE Clutch Operation

2009TECHNICAL SEMINAR

Our Goal is YOUR Success!

© 2009 ATRA. All Rights Reserved.

Intro i

2009TECHNICAL SEMINAR

Our Goal is YOUR Success!


Introii

This manual has been developed by the Automatic Transmission Rebuilders Association (ATRA) Technical Department to be used by qualified transmission technicians in conjunction with ATRA’s technical seminars. Since the circumstances of its use are beyond ATRA’s control, ATRA assumes no liability for the use of such information or any damages incurred through its use and application. Nothing contained in this manual is to be considered contractual or providing some form of warranty on the part of ATRA. No part of this program should be construed as recommending any procedure which is contrary to any vehicle manufacturer’s recommendations. ATRA recommends only qualified transmission technicians perform the procedures in this manual.

This manual contains copyrighted material belonging to ATRA. No part of this manual may be reproduced or used in any form or by any means — graphic, electronic or mechanical, including photocopying, recording, electronic or information storage and retrieval — without express written permission from the ATRA Board of Directors.Public exhibition or use of this material for group training or as part of a school curriculum, without express written permission from the ATRA Board of Directors is strictly prohibited.

ATRA and the ATRA logo are registered trademarks of the Automatic Transmission Rebuilders Association.

Portions of materials contained herein have been reprinted with permission of General Motors Corporation, Service Technology Group Agreement # 0610228.

Portions of materials contained herein have been reprinted with permission of Ford Motor Company.

Portions of materials contained herein have been reprinted with permission of Daimler Chrysler Corporation.

The Automatic Transmission Rebuilders

Association2400 Latigo AvenueOxnard, CA 93030

Phone: (805) 604-2000 Fax: (805) 604-2005 http://www.atra.com


Intro iii

Dennis MaddenChief Executive Officer

Dennis Madden,ATRA, CEO

Congratulations on attending ATRA’s 2009 Technical Seminar!These days, many shops are devoting more of their time to learning marketing and man-agement techniques; concepts and practices designed to help shops bring more custom-ers in the door.

That’s important — we can’t stay in business without customers. But bringing ’em in the door is only half the job: It doesn’t mean a thing unless you have the skills and training to get ’em back out again.

That’s what the ATRA Technical Seminar program is all about: It’s designed to provide you with the latest information and training, to help you fix today’s transmission problems. So you can get ’em out the door again, with their transmissions working like new. Because that’s what’ll keep ’em coming back… again and again.

So, on behalf of the ATRA staff and the ATRA Chapters that have worked so hard to put this program together, I’d like to welcome you, and thank you for doing your part to keep our industry strong. We hope you have a wonderful day, and a terrific learning experience.


Introiv

Lance WigginsTechnical Director

The ATRA technical department is proud to be celebrating another year serving the automatic transmission repair industry. Many changes have taken place over the years, technical training has become an integral part of today’s transmission repair industry.To that end, ATRA is pleased to present its 2009 Technical Seminar. Packed with countless hours of research, this year’s seminar will stand out as one of the most demanding and useful technical training programs ever developed for this industry.

With over 240 pages of up-to-the-minute technical information, the 2009 Technical Seminar Manual will remain a valuable resource long after the seminar is just a memory.

We’re confident that you’ll find this year’s seminar presentation and technical manual both informative and profitable. In fact, we’re so sure you’ll be satisfied with what you learn in this program, we guarantee it!

On behalf of the entire ATRA staff, the international board of directors, and all of the ATRA members worldwide, we’d like to thank you for your continued support.

Lance WigginsATRA Technical Director


Intro v

ATRA Technical Team

Pete HuscherTechnical Advisor

David SkoraSenior Technician

Mike BrownTechnical Advisor

Randall SchroederSenior Technicianand Seminar Speaker

Steve GarrettTechnical Advisor, Seminar Speaker, Service Engineer

Bill BraytonTechnical Advisor, Seminar Speaker

Mike SouzaTechnical Advisor, Seminar Speaker

Jon RodriguezTechnical Advisor


Introvi

ChiefExecutiveOfficer: Dennis Madden

GEARSManagingEditor: Rodger Bland

GEARSMagazine: Frank Pasley

Jeanette Troub

EventsManager: Vanessa Velasquez

EventServices: Kim Paris

DirectorofMembership andITServices: Kelly Hilmer

MembershipDepartment: Kim Brattin

Deon Olmos

Jim Spitsen

AccountingManager: Jody Wintermute

AccountingDepartment: Rosa Smith

Valerie Mitchell

BookstoreManager: Shaun Velasquez

ATRABookstore: Ron Brattin

ATRA Staff


89Chrysler

ChryslerTable of Contents

68RFEIntroduction .............................................................90Clutch Operation ......................................................91Oil Level ...................................................................92Mopar +4 ..................................................................93Pressure Testing Ports ..............................................94Pressure Specifications .............................................96Diagnostic Specifications ..........................................97Verification Process...................................................99Scan Tool Acronyms ...............................................100Quick Learn Procedures ..........................................101Drive Learn Procedures ...........................................102Test Tools ...............................................................106Code Descriptions ...................................................108Module and Connectors ..........................................110Power and Ground Circuits .....................................111Range Sensor ..........................................................112Sensor Circuits .......................................................113Understanding Clutch Volume Index ......................114Pressure Switch Wiring ...........................................116Pressure Switch Specifications ................................117Shift Solenoid Control .............................................118Oil Pump Valve Description ....................................120Upper Valve Body ...................................................121Lower Valve Body ....................................................123Front and Rear End Play .........................................124Measuring Output Shaft Endplay ............................125Bearing Location and Position .................................126Specifications .........................................................127AS68RCSpecifications .........................................................128Identification ..........................................................129Clutch and Band Application Chart ........................130Solenoid Description and Operation ........................131Service Information .................................................132Pressure Specifications and Tap Locations ..............133Overhaul Tips .........................................................134B2 Brake Piston ......................................................135Checking Clutch Travel ...........................................136Accumulator Identification and Location .................137Solenoid, Pressure Switches and Valve Body ...........138Code Description ....................................................142


90 Chrysler

The 68RFE offers full electronic control of all automatic up and downshifts. Features: - Real-time adaptive closed-loop shift and pressure control - Electronic shift and torque converter clutch controls (help protect the transmission from damage due to high temperatures, which can occur under severe operating conditions). By altering shift schedules, line pressure, and converter clutch control, these controls reduce heat generation and increase transmission cooling.

To help reduce parasitic losses, the transmissions includes a dual-stage transmission fluid pump with electronic output pressure control. Under most driving conditions, pump output capacity greatly exceeds that which is needed to keep the clutches applied. The 68RFE pump-pressure control system monitors input torque and adjusts the pump pressure accordingly.

The primary stage of the pump works continuously; the second stage is bypassed when demand is low. The control system also monitors input and output speed and, clutch slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure in proportion to demand.

A high-travel torque converter damper assembly allows earlier torque converter clutch engagement to reduce slippage. Needle-type thrust bearings reduce internal friction. The 68RFE is packaged in a one-piece die-cast aluminum case. To reduce NVH, the case has high lateral, vertical and torsional stiffness. Dual filters protect the pump and other components. A cooler return filter is added to the main sump filter. Independent lubrication and cooler circuits assure ample pressure for normal transmission operation even if the cooler is obstructed or the fluid cannot flow due to extremely low temperatures.

The hydraulic control system design (without electronic assist) provides the transmission with PARK, REVERSE, NEUTRAL, and FOURTH gears, based solely on driver shift lever selection. This design allows the vehicle to be driven (in “limp-in” mode) in the event of a electronic control system failure, or a situation that the Transmission Control Module (TCM) recognizes as potentially damaging to the transmission.

68RFEIntroduction


91Chrysler

The 68RFE has a design change that allowed for the full time 6 speed as well as the increase in torque ratios. The 4C on the 45/545RFE held an annulus as the planet was driven by a sun gear. On the 68RFE the 4C holds a sun gear causing the annulus to be driven by the planetary.

* When output speed is greater than 150 rpm the L/R clutch is released and the ORC is the holding element before the 1-2 shift.

** Failsafe is 3rd gear on the 45/545RFE and 4th gear on the 68RFE (Vehicles that have ERS (Electronic Range Select) will not have a manual low “2nd” gear while in fail-safe).

68RFEClutch Operation


92 Chrysler

To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure:1. Remove dipstick and insert clean funnel in transmission fill tube.2. Add following initial quantity of Mopar® ATF +4 to transmission: a. If only fluid and filter were changed, add 10 pints (5 quarts) of ATF +4 to transmission. b. If transmission was completely overhauled and the torque converter was replaced or drained, add 24 pints (12 quarts) of ATF +4 to transmission.

When servicing and/or testing for proper oil level it is important to note that the fill is based off of oil temperature. Proper fill does require the use of a scan tool to verify actual transmission temperature.

68RFEOil Level


93Chrysler

Mopar +4The only recommended fluid for the 68RFE is MOPAR +4 oil. There are many different blends of oil that claim +4 rating. The only way to assure that you are using +4 blend is to use MOPAR brand. Using a blend that is not recommended may result in shift concerns that can only be fixed by using the proper oil.

68RFE


94 Chrysler

Accurate tachometer and pressure test gauges are required. Test gauges must have a 300 psi range and is used at all locations where pressures exceed 100 psi.

Pressure Test Port LocationsThe torque converter clutch apply (3) and release (1) ports are located on the right side of the transmission case .

The scan tool can be used to read line pressure from the line pressure sensor. The sec-ond method is to install Line Pressure Adapter 8259 (3) into the transmission case and then install the pressure gauge and the original sensor (2) into the adapter. This will allow a comparison of the scan tool readings and the gauge reading to de-termine the accuracy of the line pressure sensor. The scan tool line pressure reading should match the gauge reading within ±10 psi.

There are two (2) methods of testing line pressure. The 1st method requires the use of a scan tool and adapter that allows you to monitor perceived pressure (scan data) vs. actual pressure (pressure gauge). The 2nd method (not available on all applications be-cause of mounting issues) is the use of a special adapter oil pan that allows you to tap into each clutch pressure port located on the valve body.

Method #1

68RFEPressure Testing Ports


95Chrysler

Another method of testing hydraulic line pressure involves removing the valve body pressure test ports and installing the parts of the valve body pressure tap adapter and one or more 300 psi pressure gauges (Miller Special Tool #8258-A and #C-3293SP).

Method #2

68RFEPressure Testing Ports (continued)


96 Chrysler

With method #1 or #2 the proper procedure is as follows when testing:• Check the transmission fluid level and condition (this condition can only be

tested when the oil pan is removed).• Check the shift cable adjustment.• Raise the vehicle on a hoist, install a tachometer and the pressure gauge

with adapter (s).• Check line pressure while operating the transmission at 1500 engine rpm in Park,

Reverse and Drive. Compare the scan tool line pressure reading with the desired line pressure and gauge reading. All three readings should agree. If the gauge reading does not match the scan tool reading, there is a line pressure sensor problem. If the scan tool reading does not match the desired line pressure, there is a pressure

control problem (oil level, filter, pump regulator valve, PCS solenoid, etc.)

Actual line-pressure while in-gear will very based upon minimum learned line-pressure. Minimum line-pressure starts at 40 psi and learns up to the minimum pressure to hold the clutches in a applied state.

68RFEPressure Specifications


97Chrysler

NOTE: This vehicle uses an NGC4 Control Module (which only controls Transmission operation) and an Engine Control Module (ECM) that controls the Diesel engine. In these procedures, the NGC4 Control Module is referred to as the Powertrain Control Module (PCM).

Perform the following before attempting any diagnostic procedures: 1. With the scan tool, check pinion factor (if equipped) for proper tire identification and

program or reprogram if necessary.

2. Check the transmission fluid level. If the fluid level is low, locate and repair any leaks and fill the transmission to the proper level. Refer to the appropriate Service Informa-tion for procedures. Many transmission symptoms can be caused by a low fluid level.

3. Check the battery. To avoid false diagnosis, testing should only be performed with the

battery fully charged.

4. With the scan tool, read Engine (ECM) DTCs. If DTCs are present, refer to the Drive-ability Category and perform to the appropriate diagnostic procedure(s) before pro-ceeding.

5. With the scan tool, read Transmission (PCM) DTCs. Record all Stored, Active, and Pending DTC information. Diagnose any Pending DTC as a matured DTC.

6. With the scan tool, read and record the Event Data. Use this data to identify the conditions in which the DTC was set.

7. NOTE: DTC Event Data may exist even if no DTCs are stored. DTC Event Data is only erased by a Battery Disconnect, reflash, or QuickLearn procedure. Clearing DTCs does NOT erase the DTC Event Data. Some DTCs require two “bad trips” before they are stored (and the MIL illuminates). The transmission may enter “limp-in” mode during the first “bad trip,” but if the fault condition is not present after the vehicle is restarted, the pending DTC may be cleared without lighting the MIL. Nevertheless, the DTC Event Data for the pending DTC will remain stored and can still be retrieved with the scan tool. If the customer reports a “limp-in” event but no DTCs are present, check the DTC Event Data.

68RFEDiagnostic Specifications


98 Chrysler

Perform the following before attempting any diagnostic procedures: (continued...)8. Performing a Battery Disconnect will clear all Event Data and reset all learned Transmission values to the default values, which may temporarily result in erratic shift schedules.

9. With the scan tool, perform the Shift Lever Position Test. If the test fails with an error code, refer to the diagnostic procedure for P0706 Transmission Range Sensor Rationality. If the test fails without an error code, adjust the shift linkage in accordance with the Service Information.

10. For Gear Ratio Error DTCs or shift quality complaints, use the scan tool to view CVI Monitor data. Read and record the Clutch Volume Index information.

11. Use the wiring diagram as a guide. Inspect the wiring and connectors related to this circuit. Repair as necessary.

12. Refer to the When Monitored and Set Conditions for this DTC. DTCs can set at ignition on, at start up, after driving under specific conditions and after diagnostic monitors have been run.

13. Refer to applicable Technical Service Bulletins (TSBs) for controller software update information. Some conditions can be corrected by upgrading the Engine (ECM) or Transmission (PCM) controller software.

14. Refer to any Service Information Tune Ups or Technical Service Bulletins that apply.

Yes - Testing complete. Perform 68RFE TRANSMISSION VERIFICATION TEST. No - Refer to DTC Based Diagnostics and perform the application.

Were there any repairs made that fixed the vehicle?

68RFEDiagnostic Specifications (continued)


99Chrysler

Perform the following after completion of a diagnostic repair:1. Connect the scan tool to the Data Link Connector (DLC).

2. With the scan tool check pinion factor (if equipped) for proper tire identification and program or reprogram if necessary.

3. Reconnect any disconnected components.

4. If the PCM has been replaced or updated (flashed), or the transmission has been repaired or replaced, using the scan tool, perform a Quick Learn Procedure.

5. With the scan tool, erase all Transmission and Engine DTCs.

6. With the scan tool, perform a BATTERY DISCONNECT, this will clear the Event Data

7. With the scan tool, display Transmission Temperature. Start and run the engine until the Transmission Temperature is HOT.

8. Check the Transmission fluid level and adjust if necessary. Refer to the Service Information for the Fluid Fill procedure. 9. Road test the vehicle.

10. Perform the following shifts from a standing start with a constant throttle opening of 20 to 25 degrees to the speeds of 97 km/h (60 mph); make fifteen to twenty 1 to 2, 2 to 3, 3 to 4, 4 to 5, 5 to 6 upshifts.

11. Perform the following shifts with speeds below 40 km/h (25 mph); make five to eight wide open throttle kickdowns to 2nd gear. Allow at least 5 seconds each in 3rd and 4th gear between each kickdown.

12. Check for DTCs during and after the road test.

13. If after performing the road test, if any shift concerns are noted, perform the drive learn procedure for those affected shifts. 14. Use the OBDII task manager to run Good Trip time in each gear, this will confirm the repair and to ensure that the DTC does not re-matureWere there any Diagnostic Trouble Codes (DTCs) set during the road test? Yes - Refer to DTC Based Diagnostics and perform the appropriate diagnostic procedure. No - Repair is complete.

68RFEVerification Process


100 Chrysler

This is not a complete list. Just the most common terms that are used when looking at diagnostic information. Always keep notes of NEW ACRONYMS.

Scan Tool Acronyms68RFE


101Chrysler

The quick learn procedure requires the use of the scan tool.This program allows the electronic transmission system to recalibrate itself. This will provide the proper transmission operation. The quick learn procedure should be performed if any of the following procedures are performed:

• Transmission Assembly Replacement.

• Transmission Control Module Replacement.

• Solenoid Pack Replacement.

• Clutch Plate and/or Seal Replacement.

• Valve Body Replacement or Recondition.

To perform the Quick Learn Procedure, the following conditions must be met:1. The brakes must be applied.

2. The engine speed must be above 500 rpm.

3. The throttle angle (TPS) must be less than 3 degrees.

4. The shift lever position must stay in PARK until prompted to shift to overdrive.

5. The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the scan tool indicates the procedure is complete.

6. The calculated oil temperature must be above 60°F and below 200°F.

68RFEQuick Learn Procedures


102 Chrysler

When a transmission is repaired and a Quick Learn procedure has been performed on the Transmission Control Module (TCM), the following Drive Learn procedure can be performed to fine tune any shifts which are particularly objectionable.

NOTE: It is not necessary to perform the complete Drive Learn proce-dure every time the TCM is Quick Learned. Perform only the portions which target the objectionable shift.

Learn a Smooth 1st Neutral to Drive ShiftPerform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the following steps to have the TCM learn the 1st N-D UD CVI.

NOTE: The transmission oil temperature must be between 80° - 110°F (27° - 43°C).

1. Start the engine only when the engine and ignition have been off for at least ten (10) minutes.

2. With the vehicle at a stop and the service brake applied, record the 1st N-D UD CVI while performing a Neutral to Drive shift. The 1st N-D UD CVI accounts for air entrapment in the UD clutch that may occur after the engine has been off for a period of time.

3. Repeat Step #1 and Step #2 until the recorded 1st N-D UD CVI value stabilizes.

NOTE: It’s important that this procedure be performed when the transmission temperature is between 80° - 110°F (27° - 43°C). If this procedure takes too long to complete fully for the allowed transmission oil temperature, the vehicle may be returned to the customer with an explanation that the shift will improve daily duringnormal vehicle usage.

The TCM also learns at higher oil temperatures, but these values (line pressure correction values) are not available for viewing on the scan tool.

68RFEDrive Learn Procedures


103Chrysler

Learn a Smooth Neutral to Drive Garage ShiftPerform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear after the vehicle has had its first shift. Use the following steps to have the TCM learn the Norm N-D UD CVI.

NOTE: The transmission oil temperature must be between 80 - 110°F (27 - 43°C) to learn the UD CVI. Additional learning occurs at temperatures as low as 0°F and as high as 200°F. This procedure may be performed at any temperature that experiences poor shift quality. Although the UD CVI may not change, shift quality should improve.

1. Start the vehicle engine and shift to drive.

2. Move the vehicle forward to a speed of at least 16 km/h (10 MPH) and come to a stop. This ensures no air is present in the UD hydraulic circuit.

3. Perform repeated N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor Norm N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is normal since the UD value is different for the N-D shift then the normal value shown which is used for 4-3 coastdown and kickdowns. Perform repeated shifts in this temperature range until the Norm N-D UD CVI value stabilizes and the N-D shifts become smooth.

Learn a Smooth Neutral to Drive Garage Shift

68RFE

Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI.

NOTE: The transmission oil temperature must be above 80°F (27°C). 1. With the vehicle engine running, select reverse gear for over 2 seconds.

2. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform a 2-3 shift while noting the 1st 2-3 OD CVI.

3. Repeat Step #1 and Step #2 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes.

Learn the 1st 2-3 Shift After Restart or Shift Reverse

Drive Learn Procedures (continued)


104 Chrysler

Learn a Smooth 4-3 Coastdown and Part Throttle 4-3 Kickdown Shift

NOTE: The transmission oil temperature must be above 110°F (43°C). Use the following steps to have the TCM learn the UD shift volume.1. At a vehicle speed between 64-97 km/h (40-60 MPH), perform repeated 4-3 kickdown

shifts.

2. Repeat Step #1 until the UD volume becomes somewhat stable and the shift becomes smooth.

Learn a Smooth 1-2 Upshift and 3-2 KickdownUse the following steps to have the TCM learn the 2C shift volume.NOTE: The transmission oil temperature must be above 110°F (43°C).1. With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear,

perform multiple 3-2 kickdowns.

2. Repeat Step #1 until the 3-2 kickdowns become smooth and the 2C CVI becomes stable.

68RFE

NOTE: The transmission oil temperature must be above 110°F (43°C).

Use the following steps to have the TCM learn the OD and 4C CVI’s.

1. Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform multiple 1-2, 2-3, and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as a value between the 1st 2-3 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur after the 2nd shift into 3rd gear, following a restart or shift to reverse.

2. Repeat Step #1 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable.

Learn a Smooth 2-3 and 3-4 Upshift

Drive Learn Procedures (continued)


105Chrysler

Learn a Smooth Manual 2-1 Pulldown Shift as well as a Neutral to Reverse ShiftNOTE: The transmission oil temperature must be above 110°F (43°C). Use the following steps to have the TCM learn the LR volume.1. With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform

manual pulldowns to Low or 1st gear at closed throttle.

2. Repeat Step #1 until the LR CVI becomes stable and the manual 2-1 becomes smooth.

Learn a Smooth Neutral to Reverse ShiftNOTE: The transmission oil temperature must be above 110°F (43°C). 1. With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth.

An unlearned Neutral to Reverse shift may be harsh or exhibit a double bump.

2. If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission problem may be present.

Learn a Smooth 4-5 UpshiftNOTE: The transmission oil temperature must be above 110°F (43°C). Use the following steps to have the TCM learn the Alt 2C CVI.1. Accelerate the vehicle through 88 km/h (55mph) at a steady 10-15 degree throttle

opening and perform multiple 4-5 upshifts.

2. Repeat Step #1 until the 4-5 shift become smooth and the Alt 2C CVI become stable. There is a separate 2C volume used and learned for 4-5 shifts, 2CA. It is independent of the 2C CVI learned on 3-2 kickdowns.

68RFEDrive Learn Procedures (continued)


106 Chrysler

The simulator box values are specific and when used in conjunction with a scan tool, all parameters can be checked for the true preset values. The box will test range sensor, pressure switches, speed sensors, etc. It helps to eliminate wiring and module from diagnosis.

Simulator Box

68RFETest Tools


107Chrysler

Breakout BoxThe breakout box allows you to do voltage testing with the NGC (Next Gen. Controller) without doing damage to the pins. The module pins are very easily damaged when testing if the box is not used.

68RFE

Miller Tool 8815 & 8815-1

8815

8815-1

Test Tools (continued)


108 Chrysler

Code DescriptionsWith computer strategy changing to allow for a full time six (6) speed, diagnostic codes also had to be added to allow for the different ratios. Typically when dealing with codes for ratio errors they start off with P0731 for a 1st gear ratio followed by P0732 for 2nd and so on. Because the P0736 was already established for “REVERSE” on the 45/545RFE the ratio code for 6th gear does not follow the rule of which gear that is having the ratio issues. The code for 6th gear ratio is P0729.

Code List is as follows:P0218 – HIGH TEMPERATURE OPERATION ACTIVATEDP0602 – CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMEDP0604 – INTERNAL CONTROL MODULE RAMP0605 – INTERNAL CONTROL MODULE ROMP0613 – INTERNAL TCMP0706 – TRANSMISSION RANGE SENSOR RATIONALITYP0711 – TRANSMISSION TEMPERATURE SENSOR PERFORMANCEP0712 – TRANSMISSION TEMPERATURE SENSOR LOWP0713 – TRANSMISSION TEMPERATURE SENSOR HIGHP0714 – TRANSMISSION TEMPERATURE SENSOR INTERMITTENTP0716 – INPUT SPEED SENSOR 1 CIRCUIT PERFORMANCEP0721 – OUTPUT SPEED SENSOR CIRCUIT PERFORMANCEP0729 – GEAR RATIO ERROR IN 6THP0731 – GEAR RATIO ERROR IN 1STP0732 – GEAR RATIO ERROR IN 2NDP0733 – GEAR RATIO ERROR IN 3RDP0734 – GEAR RATIO ERROR IN 4THP0735 – GEAR RATIO ERROR IN 5THP0736 – GEAR RATIO ERROR IN REVERSEP0740 – TCC OUT OF RANGEP0750– L/R SOLENOID CIRCUITP0755– 2C SOLENOID CIRCUITP0760– OD SOLENOID CIRCUITP0765– UD SOLENOID CIRCUITP0770– 4CSOLENOID CIRCUITP0841– L/R PRESSURE SWITCH RATIONALITYP0845– 2C HYDRAULIC PRESSURE TESTP0846– 2C PRESSURE SWITCH RATIONALITYP0868– LINE PRESSURE LOWP0869– LINE PRESSURE HIGHP0870– OD HYDRAULIC PRESSURE TEST

68RFE


109Chrysler

P0871– OD PRESSURE SWITCH RATIONALITYP0875– UD HYDRAULIC PRESSURE TESTP0876– UD PRESSURE SWITCH RATIONALITYP0882– TCM POWER INPUT LOW P0883– TCM POWER INPUT HIGH P0884– POWER UP AT SPEED P0890– SWITCHED BATTERY P0933– HYDRAULIC PRESSURE SENSOR RANGE/PERFORMANCEP0934– LINE PRESSURE SENSOR CIRCUIT LOW P0935– LINE PRESSURE SENSOR CIRCUIT LOWP0944– LOSS OF HYDRAULIC PUMP PRIME P0957– AUTO STICK CIRCUIT LOW (ERS) P0958– AUTO STICK CIRCUIT HIGH (ERS) P0987– 4C HYDRAULIC PRESSURE TEST P0988– 4C PRESSURE SWITCH RATIONALITY P1684– BATTERY WAS DISCONNECTED P1715– RESTRICTED MANUAL VALVE IN T3 RANGEP1775– SOLENOID SWITCH VALVE LATCHED IN TCC POSITIONP1776– SOLENOID SWITCH VALVE LATCHED IN L/R POSITIONP1794– SPEED SENSOR GROUND ERROR P2700– INADEQUATE ELEMENT VOLUME L/R P2701– INADEQUATE ELEMENT VOLUME 2C P2702– INADEQUATE ELEMENT VOLUME OD P2703– INADEQUATE ELEMENT VOLUME UDP2704– INADEQUATE ELEMENT VOLUME 4C P2706– MS SOLENOID CIRCUITU0002– CAN C BUS OFF PERFORMANCE U0100– NO COMMUNICATION WITH THE ECM/PCMU0121– LOST COMMUNICATION WITH ABS U0141– LOST COMMUNICATION WITH FCM

Code Descriptions (continued)68RFE

Code List is as follows:


110 Chrysler

Module and ConnectorsUnderstanding pin positions and connector make the diagnosis procedures a breeze. The Next Generation module has four connectors. The Black/Green connector is the C4 which houses most all the transmission controls.

68RFE

The Black/Green connector is the C4 which houses most all the transmission controls.


111Chrysler

It all starts here. Transmission Control Output is a switched voltage that typically will be charging voltage while the motor is running. Transmission Control is a continous B+ used for a keep alive memory and is present at all times. Powertrain Control Module grounds must have no voltage present.

Note: As with any electronically controlled transmissions, it is very important that the charging system and the battery/s all be at their performance level and conditions. With Diesels (two batteries), both batteries need to be at the same sur-face voltages. If one is lower than the other this will cause the charg-ing system to compensate for the battery that is undercharged. Re-member, step one in any diagnosis after documenting and clearing trouble codes is to clean the batteries, even if they look clean and retest for codes.

68RFEPower and Ground Circuits


112 Chrysler

Range SensorBecause of this being a electronically controlled transmission, the range sensor inputs are very critical in order for the transmission module to function properly. When reading on scan data the “PID” names are C1-C2-C3-C4-C5. There are transition ranges so that the module knows the direction the driver is selecting while moving the shifter.

These transitions are referred to as TMP 1-TMP 2-TMP 3. Remember that the manual valve only has three positions that change oil flow. This means that in order to control shift schedules this input is imperative.

68RFE


113Chrysler

Speed Sensors, Pressure Sensor, Temperature Sensor and OD Cancel-TOW/HAULEssential to transmission operation is the use of sensors (inputs). There are two speed sensors (input and output) that measure rpm. These sensors register the speed of shift transitions and are used to determine the CVI (clutch volume index) values. In addition to these sensors there is; line pressure sensor (feeds a signal voltage informing the module what line pressure is doing).

This is a feed back/closed loop for a command on line pressure given from the module), Temperature sensor (used so the module can control shift timing and feel through all the temperature ranges), OD cancel/Tow/haul switch that allows the module to know if the driver is towing and or requesting that OD is canceled.

Note: Remember when OD is canceled this is a 4 speed unit (5th and 6th gear are both OD ranges)

68RFESensor Circuits


114 Chrysler

Understanding Clutch Volume Index (CVI)CVI is the measurement of the physical amount of fluid required to fill the clutch and stroke the piston. CVIs are in general updated when a clutch is applied. These measurements require the use of speed sensing devices (input and output speed sensors).

Note: 1 (one) CVI is equal to 1/64 of a cubic inch of transmission fluid (64 CVIs would equal one square inch of oil). Gear Ratios are determined by monitoring change in speed rotations of input signals from the Input and Output speed sensors. By comparing the two inputs, the TCM determines not only which gear you are in but also the CVI monitor value. These values are based on how long it takes to complete a gear change.

68RFE


115Chrysler

Electronically, the upshifts are performed by timing the venting of the releasing clutch to the filling of the applying clutch. The releasing clutch must lose its holding capacity at the same time the applying clutch gains holding capacity. Proper CVI values are critical to properly perform upshifts.

Each accumulator has the holding value of 64 CVIs. If the measurement of oil passing through the valve passageways and applying the holding clutch element was an additional 64 CVIs that would give a value of 128 CVIs (Too High). The accumulator CVIs are not taken into consideration when the scan data is shown, only the clutch volume (applying oil) is which would be 64.

Understanding Clutch Volume Index (CVI) (continued)

68RFE


116 Chrysler

Pressure Switch Wiring68RFE


117Chrysler

The Transmission System uses five (5) pressure switches to monitor the fluid pressure in the L/R, 2C, 4C, UD, and OD clutch circuits. These switches are continuously monitored for the correct states in each gear as shown.

Pressure Switch Specifications68RFE


118 Chrysler

Shift Solenoid ControlThere are six (6) solenoids used to control hydraulic fluid direction in this transmission and one (1) solenoid used to control (reduce) line pressure. The continuity of each solenoid circuit is periodically tested. Each inactive solenoid is turned on for a few milliseconds, then off. Each active solenoid is turned off for a few milliseconds, then on. This pulsing of voltage to the solenoid causes an inductive spike which can be sensed by the Transmission Control System. If this spike is out of range a solenoid code will set.

68RFE


119Chrysler

Shift Solenoid Control (continued)68RFE

Solenoid Resistance values:Line Pressure = 4.3 ohmsAll Others = 1.9 ohms

When hydraulic diagrams are required for shift concerns, use the 545RFE diagrams for your reference. 1st gear is the same, 2nd gear is the same, 2nd gear prime is now 3rd gear, 3rd gear will be now 4th, 4th will be used as 5th, and what was the 5th gear will now be 6th. Changes in how the 4th clutch holds when locking onto the clutch hub (originally holding a ring gear/annulus but with the 68RFE holding a sun gear) have allowed for the full time 6 speed. Oil flow through the shift solenoids and valve body has remained the same other than the computer strategy for gear command.


120 Chrysler

The pressure regulator valve controls the line pressure in the transmission. It is a balanced dump valve to maintain a fixed line value. With the use of the Line Pressure Solenoid the pressure can be lowered to a working value.

Oil Pump Valve Description68RFE

Converter Clutch Switch ValveThe converter clutch switch valve is used to control the direction of oil flow to the torque converter. When the converter clutch is released (CC switch valve downshifted), hydrau-lic pressure is supplied to the front (OFF) side of the torque converter clutch. When the converter clutch is applied (CC switch valve upshifted), regulated oil pressure is supplied to the back (ON) side of the converter clutch.

Converter Clutch Regulator Control Valve and AccumulatorThe converter clutch regulator valve is used to control the hydraulic pressure supplied to the back (ON) side of the torque converter clutch.

Torque Converter Limit ValveThe torque converter limit valve serves to limit the maximum pressure supplied to the front side of the torque converter clutch.

Pressure Regulator Valve


121Chrysler

Upper Valve BodyThe Solenoid Switch Valve (SSV) controls the direction of the transmission fluid when the L/R-TCC solenoid is energized. The Solenoid Switch Valve controls line pressure from the LR-TCC solenoid.

In 1st gear, the SSV will be in the downshifted position directing fluid to the L/R clutch circuit. In all other gears, the solenoid switch valve will be in the upshifted position and directs fluid into the torque converter clutch (TCC) circuit.

When shifting into 1st gear, a special hydraulic sequence is performed to ensure SSV movement into the downshifted position. The L/R pressure switch is monitored to confirm SSV movement.

If the movement is not confirmed (the L/R pressure switch does not close), 2nd gear is substituted for 1st. A DTC will be set after three unsuccessful attempts are made to get into 1st gear in one given key start.

68RFE


122 Chrysler

The manual valve is a relay valve. The purpose of the manual valve is to direct fluid to the correct circuit needed for a specific gear or driving range. The manual valve, as the name implies, is manually operated by the driver with a lever located on the top of the valve body. The valve is connected mechanically to the gearshift mechanism. The valve is held in each of its positions by a roller detent spring that engages the rooster comb of the TRS selector plate.

Manual Valve

The low/reverse switch valve allows the low/reverse clutch to be operated by either the LR/CC solenoid or the MS solenoid.

Low/Reverse Switch Valve

Upper Valve Body (continued)68RFE


123Chrysler

Lower Valve Body

Check Ball and FunctionsThere are 7 check balls located in the lower valve body. It is important when doing repairs to the valve body that new check balls be installed.

Ball #1: Used in 2nd gear. Neutral to 8 mph. If left out will energize the L/R clutch. In 2nd, 3rd, and kickdown to 1500 RPM, three elements apply.

Ball #2: Used in 5th gear. If the ball is left out energizes the UD clutches in 5th, three elements apply.

Ball #3: Used in Reverse. If the ball is left out it allows bypass of R-1

Ball #4: Used in 1st and 2nd gear. If ball is left out the OD clutches apply, three elements apply.

Ball #5: Used in 3rd and 4th gear. If the ball is left out, three elements apply

Ball #6: Used in 4th gear. If left out the OD clutch vents apply oil

Ball #7: Used in 2nd and 3rd. If left out it vents 2nd clutch oil.

68RFE

#1

#2

#3

#4#7#5

#6


124 Chrysler

Front and Rear EndplayUsing Adapter 8266-17 from End-Play Tool Set 8266 (1) and Dial Indicator C-3339 (2), measure and record the input shaft end-play. The correct end-play is 0.52-0.74 mm (0.020-0.029 in.). Adjust as necessary.

27 = 1.57 mm (0.062 in.) 28 = 1.71 mm (0.067 in.) 29 = 1.85 mm (0.073 in.) 30 = 1.99 mm (0.078 in.) 31 = 2.13 mm (0.084 in.) 32 = 2.27 mm (0.089 in.) 33 = 2.41 mm (0.095 in.) 34 = 2.55 mm (0.100 in.) 35 = 2.69 mm (0.106 in.) 36 = 2.83 mm (0.111 in.) 37 = 2.97 mm (0.117 in.) 38 = 3.11 mm (0.122 in.) 39 = 3.25 mm (0.128 in.) 40 = 3.39 mm (0.133 in.) 41 = 3.67 mm (0.144 in.)

68RFE

Install the chosen selectable bearing spacer on the number 5 thrust bearing and re-measure end-play to verify selection.


125Chrysler

Using an alignment plate, output shaft endplay Socket 8266-20, handle from End-Play Tool Set 8266 (2) and Dial Indicator C-3339 (3), measure and record the output shaft end-play. The correct output shaft end-play is 0.25-0.52 mm (0.010-0.020 in.). Adjust as necessary. Install the chosen output shaft selective bearing spacer and re-measure end-play to verify selection.

09 = 2.18 mm (0.086 in.) 10 = 2.33 mm (0.092 in.) 11 = 2.48 mm (0.098 in.) 12 = 2.63 mm (0.103 in.) 13 = 2.78 mm (0.109 in.) 14 = 2.69 mm (0.115 in.) 43 = 3.08 mm (0.121 in.) 16 = 3.23 mm (0.127 in.) 17 = 3.38 mm (0.133 in.) 18 = 3.53 mm (0.139 in.) 19 = 3.68 mm (0.145 in.)

Measuring Output Shaft Endplay68RFE

Selective Plate


126 Chrysler

Bearing Location and Position

Pay close attention when installing the needle bearings. To assure that they get proper lubrication they must be installed so that the oil flows smoothly over the bearing and return to fluid sump.

Bearing #1 through #12 appear in the order from front (first in input drum) to rear (last in adapter housing).

68RFE


127Chrysler

68RFESpecifications


128 Chrysler

68RFESpecifications (continued)


129Chrysler

AS68RC

The AS68RC is an Aisin Seiki 6-Speed rear wheel drive transmission. Primarily used for commercial trucks this unit also goes in the Dodge pickups.

Identification


130 Chrysler

AS68RCClutch and Band Application Chart


131Chrysler

AS68RCSolenoid Description and OperationThis transmission uses 4 self-grounded ON/OFF solenoids and 4 PWM (linear) solenoids that are TCM grounded.

The ON/OFF Solenoids A, B, & C (S1, S2 & S3) are used in combination with Linear Solenoids A, B, & C to precisely apply and release the clutches for all forward and re-serve gears operations. ON/OFF Solenoid D (S4) and Linear Solenoid D control Lockup.

Use the following chart to troubleshoot shifting concerns.


132 Chrysler

Service Intervals are 30,000 miles. Change Filter only if oil is contaminated.Use ONLY AS68RC Fluid Part Number #05 189977AA.

CAUTION: Any other Fluid CAN result in shift concerns or damage.Capacity 14-15 Qts. (Overhaul) or 7.2Qts. (Service)

AS68RCService Information

-Note Temperature (See Chart)-Check Fluid Level Idling in Park

Drain Plug


133Chrysler

AS68RCPressure Specifications and Tap Locations

Line Pressure

K1 ClutchK3 Clutch

B2 Brake

TCC ApplyB1 Brake

Line Pressure:Forward: Park/Neutral@ Idle: 81-125 @ Idle: 81-125@ Stall: 240-290 @ Stall: 240-290


134 Chrysler

AS68RCOverhaul TipsThe Low/Rev (F1 Sprag) is located in the case with two snap rings. Make an alignment mark so the Sprag goes back to it original position. There are two (2) lugs opposite of each other,make sure they are installed straight up and down in the case. If you forget, the rear extension housing won’t fit.

L/R SpragThe Manufacturer does not recommend dissassmbling the L/R Sprag assembly.

The Washer goes on the backside of the spring

Make an alignment mark so the Sprag goes back to it’s original position.


135Chrysler

AS68RCB2 Brake PistonWhen removing the B2 Brake Piston, the factory recommends using Tool MD991790. However you can use a Sun Gear Shell from an RE4R01A or a usable substitute. This will allow you to compress the spring to gain access to removing the snap ring.

The RE4R01A sun shell does the job well.


136 Chrysler

AS68RCChecking Clutch Travel

Assemble the clutch stack, note the clutch travel specifications listed. Setup your dial indicator as shown and apply 58-78 psi to compress the clutch plates. Selective reaction plates are available if an adjustment is required.

Use a dial indicator to check clutch pack travel. The clutch pack should compress evenly with 58-78 psi applied.

Clutch Specifications:B1 0.061 - 0.071B2 0.072 - 0.090K1 0.059 - 0.069K2-K3 0.063 - 0.071

Clutch apply port

The clutch diameter is so large that the traditional feeler gauge method may cause a false reading. This is an example using the K1 Clutch assembly.


137Chrysler

AS68RCAccumulator Identification and Location

Purple Spring

No Color Spring

YellowSpring

Factory Specifications

The Springs may be different in color then the factory specifications, during our overhaul the spring colors shown were the colors we removed from the transmis-sion. The Chart lists the factory specifications.


138 Chrysler

AS68RCSolenoid and Pressure SwitchesUse the illustration to identify the solenoids and pressure switch and wiring colors during dissassembly and assembly.


139Chrysler

AS68RCSolenoid and Pressure SwitchesMake sure all of the pressure switches are wired correctly

This ball is over 1 inch in diameter


140 Chrysler

Lower Valve Body Exploded ViewAS68RC

2

17

18

158

765

4

3

1

11

10

9

20

19

1. Large Check Ball Capsule2. Lockup Control Valve3. Shift Valve #44. Control Valve #3 for K1 & K3 (Use 3 Clips) 5. Linear Solenoid C6. Linear Solenoid A7. Control Valve #1 for K1, K2 & B1 (Use 4 Clips)8. Linear Solenoid B9. Control Valve #2 for K3 & B2 (Use 6 Clips)10. On/Off Solenoid A

11. Pressure Switch #312. Pressure Switch #713. Pressure Switch #214. Pressure Switch #115. On/Off Solenoid D16. Pressure Switch #617. On/Off Solenoid B18. Pressure Switch #819. On/Off Solenoid C20. On/Off Solenoid D

13 14

16

12


141Chrysler

Upper Valve Body Exploded ViewAS68RC

1 10

9

8

7

6

5

4

3

2

1. Drain Valve (Check valve for clutch exhaust oil to drain to pan) 2. Change Valve (Modifies control pressure into line pressure for clutch operation)3. Manual Valve (Directs oil depending on driver selection)4. Check Valve5. Modulator Valve (Regulates oil for solenoid operation)6. Shift Valve (Identified as number 3 shift valve)7. Shift Valve (Identified as number 2 shift valve)8. Check Valve9. Shift Valve (Identified as number 1 shift valve)10. Check Ball Capsule

Filter


142 Chrysler

Code DescriptionAS68RC


143Chrysler

Code Description (continued)AS68RC


144 Chrysler

2009 - Transmission Repair and Problem solving · PDF fileCongratulations on attending ATRA’s 2009 Technical Seminar! ... Clutch and Band Application Chart ... 68RFE Clutch Operation

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