Home

4L80-E Automatic Transmission - JagRepair.com

1. gt NMOCDIDDI NMODDDI 5 GRANGE om woa oss HOUMS NOUISOd ANN Viva a THIS SOUSONDVIG Ns ad gt 21 589 OHLNOO NOLLIVHL lt IAOW 14045 5 14035 WON LIGIHNI LVLS 1 4 gt 5 T200 2 18 20 ission 4L80 E Automatic Transm TYPICAL OBD I TRANSMISSION CONTROL LOGIC XJ 12 THROUGH 1994 MY AND XJ S 1994 95 MY FINGOW TOHLNOO NOISSINSNVHL N 5 r3 NMOGPIDDI NOLLVH3dO HI LNTD 5 5 ON 8015 5 TIYIS 1 15 300801 ca 93345 SOLLSON5VIG ALISN3Q IAOW 14035 TIW NOISSIWSNVHL YOSNAS NOLLISOd TILLOUHL NOLLISOd T1LLOUHL 9 NVI H2 LIMS 2455344 55344 HOLON 32804 E 3unividiwa
2. 21 01 21 Sav agado NO 1 jeubis g JO punoJ6 04 3104 YND uedo WIL 03 006 uny es nd 10 AouenbaJ jeubis T8ZTd Jeubis 23 g JO punoJ6 04 11045 jeubrs uononpai enbio3 WDF 03 WOL zT 101 UNY Jo JNO jeubis uononpai 1 WOL uos Hurup WIL 809Td 05 PUS 10 1045 prousjos 3145 55 WIL 04 10 04 1045 PYS uoissiuusuei PIOUB OS YUS 85104 05 PUS g 10 04 1045 3145 55 WIL 04 UoISSIUJSueJ 10
3. 103eJ9 o22e ups 96LTd yn 04 NWP 40 24 3 15 NUP uedo PNU WIL 04 asnj H1 esnj Jewod WIL spuo2es 101 WIG 00 lt uny Jno Ajddns WOL yndyno SdL g 10 04 1045 uedo SdL WOL 9 uis SdL anje 3ueuunnsu 10 03 1045 TIN NOISSI WSNVL 03 WOL NOISSIWSNVYL 5351 2 31815504 TIN SNVuL DSHS 9NIHOLINOMW 5 1 46 siequunu se 10 104294407 2nsoufeip 247 ue 531 1990 109 x pue AN 66 01 dn zT x uJa1s S O nuO uoisSiuusueJ 3 09 Tp uleJ J9MOd 47 Josues eungejeduue punoJD 03 31045 Jo
4. Z prousjos YUS 10 05 PUS g JO 04 Yous prousjos 3145 55 WIL 03 uorssiuusue1 g 10 03 YNI 310us 3JlUs 5 S3A SAA TAIN plouajos 315 90 SdL 3ndino jeubis SdL 9 JO 3112 3104 SdL quaugsnipe UML SAA uis Jo JNO euBis 641 S0 g 04 PNW 304 PNP YMS W ayesado uny YAMS PO W 70 u231IMs YND 31045 WIL 04 U23IMS jeped 403e19 o22e YMS 50 WOL S3A SAA uis WoL 20 WOL 5351 2 3185504 S3A 3INOH SAA Q3lVALDDV TIN 5 uis 5 5NIHOLINOIN Hurup WIL 1
5. 1045 5 HYS uorssiuusuei TA i pousjos PUS 59 04 aunssaid g JO 3104 uedo aunssaJd sseuJeu WIL 04 g Jo 1045 uedo aunssaJd piousjos aunssald 87 04 5351 2 31815504 TIN SNVuL TIN DNA SNOLLIGNOO 9NIHOLINOMW LNV 39 5 101 6T ZT 101 9 p epinc sq eyeudoudde 01 se 5211 sq f siequunu eui nad 5 pesse oe ue 5514 1090 uJajsAs uorssiuusuell 9 63 tz dH 42 41 55 g 40 03 Yous
6. 1 48 05 PUS g 10 PND 11095 plouajos 3145 UOISSILUSUeI g JO YNUID prousjos yS 55 WIL 04 3104 JO uedo uoniu S3A S3A sebuei u6nouui eoueuuoJied y piousos HyS 78 05 PUS g JO puno46 5 2 3104 prousjos yS 55 WIL 04 S3A SHA sebuei YA 2 1145 491002 0 49005 uoissiusuen pe polrg 0 5221 4 5052 suonipuoo JOH S3A UORIUDI u53IMS uorssiuusuel 6L YMS g 01 31010 3404 PNUD WIL 04 3ueugnsn pe 5 emouu 340 2145 uoi MS 8 u 3MS g 10 5 5 3104 NUP WIL 03 YAMS
7. piousjos 55 WIL 03 UOISSILUSUeL g 40 03 Yous PN 5 55 ss wey UOISSILUSUeI SJA SAA seab 05 ainssaJd WDA peeds g Jo punosb 04 3104 uedo PNYP jeubis WIL WI 5 S3A SAA u un SAUA jeubis auibu3 WOL 03 312 12 3104 10 92 91 lt plousjos WIL S3A SAA NO uis Ajddns piousjos 04 5 yn enbio g 40 04 3104 prousjos yN 5 WIL 04 UOISSILUSUeL g JO 04 3104 55 00155115061 SAA JO lt 88 Jo paa
8. spuooes ZT aow uni Jo T8ZTd jeus enbio3 WDA spuooes ZT aow uni 335 jeubis uononpai je iueu euu uoissiusuei uorssiuusuen 5582 pue 2002 4089 pIN 4 0 pue pue 551 spuodas 104 uno 6 ZTd 05 PUS 10 04 PNY 1045 uedo 3145 55 WIL 04 10 1045 PYS 55 00155115811 pIe uoy 8235 2 JOU 3ndino 5 PUS 8 lt 0 05 PUS 10 1045 prousjos 3145 55 WIL 04 001551015811 10 04 1045 plouajos PYS uoissiuusuei punoJD 03
9. uondepe aunssaJd 68 PUS SHA SAA 330 2245 5 3145 18 PUS SHA SAA 905 3145 98 ainjiej je iueu auu uoissiuusuei 9 19 94 uoissiuusuen S3A sebuei leuis 5 eunssaJd 5 03 3112 15 3104 40 YND uedo 3 WIL 04 1ueunsn pe YAMS 78 221 g 10 04 31215 1045 prousjos 221 55 WIL 03 uoissiuusueJ g 40 04 31215 1045 NYI prousjos 551 55 uoISsIuJsuei 04 Yous 5 5 uey Jebuo 551 40 uedo 5 551 04 PNU Jamod uoniub S3A S3A lt 88 Jo paads 5 e 3e piousJos 551 3IAOH Q31VALLDV 545 31815504 IIIN SNVH L 5 5NIHOLINOIN 50 Gear Shif
10. The TCM monitors the rotary switch XYZ codes for selector position during cranking when en gine speed rises above 448 rpm DTC P0706 will flag if the rotary switch indicates a position other than P or N Trans CheckEngine Limp DTC Component signal MIL 95 MY ON home P0705 Rotary switch invalid position signal YES YES YES P0706 Rotary switch not in P or N signal YES YES YES Refer to the DTC Summary pages 37 43 25 ZF 4 HP 24 Automatic Transmission Transmission Control Components continued DECODER MODULE T200 3 29 REGULATOR T200 3 30 26 Decoder Module Sedan Range vehicles use a decoder module to translate the rotary switch three charac ter XYZ code into a single line signal The single line signals are fed to the speed control module body processor module BPM ECM and the gear selector indicator module XJ S Range vehicles do not require a decoder module The TCM does not monitor the decoder mod ule for diagnostics Shift Solenoid Valves Three shift solenoids M V1 MV2 and are located on the valve body and are used to apply upshifts and down shifts in all for ward gear ranges as well as torque converter clutch lockup The solenoid valves MV1 MV2 MV3 work in combination to direct hydraulic pressure to the various apply valves PDU monitoring will show the sole noid operating state 0 12V with the solenoid
11. 42 anje 03 1152 31045 Jo uedo 7 epoo uonisod WIL 03 yms quawysnipe 1 auooul yams S3A SAA PAS 20 5 anje 3404 2 epoo uonisod WIL 03 N 10 ul 19301 140 2 5 1 auooul uos S3A SAA sebuei 1042995 leuis uonisod 37212 31045 Jo 15 uiu WIL 03 H1 esnj Je od S3A SAA 009 uny 31035 21035 01 WIL 40 Ajddns AS OT 5591 WOL WOL S3A SAA NO uis WIL 8c ou NJEJ je iueu auu uoissiuusuei 1051095 p ds 3ndino g 40 03 Yous INDJ 1405195 peeds ssauieu WIL 04 uorssiusuei g 10 o3 1045 40 105095
12. SHIFT VALVE GOVERNOR CONTROL VALVE ASSEMBLY THROTTLE ACCELERATOR T200 1 59 28 Automatic Transmission Fundamentals Kickdown switch Transmissions using a modulator valve arrangement use a kickdown switch to activate a kickdown solenoid which in tum switches the modulator function to the detent valve causing kickdown to occur ACCELERATION KICKDOWN SWITCH CONVENTIONALLY CONTROLLED TRANSMISSIONS GEAR SELECTOR MANUAL VALVE DETENT VALVE KICKDOWN SOLENOID CONTROL VALVE ASSEMBLY KICKDOWN SWITCH THROTTLE KICKDOWN SWITCH T200 1 60 29 Automatic Transmission Fundamentals Control Valves Valve Bodies Electronically Controlled Transmissions Control Valve Assembly The electronically controlled transmission uses a manual valve for driver selected gears All apply functions and hydraulic line pressure are controlled by the transmission control module TCM The TCM determines the necessary control outputs based on sensor inputs The TCM matches the transmission shift points to the combined sensor inputs and positions the solenoid and line pressure control valves which in tum control the apply functions CONTROL VALVE ELECTRONICALLY CONTROLLED TRA
13. 40 S3A SAA 000 uey 1932916 ue ou 2105195 paeds 3nd3no 16 jeubis g Jo 31 2 3104 WIL 04 WDA S3A SAA 006 uny 31215 Jo euis 9c aunjlej Josues peeds g JO 3101 40 PNI uado NUP Josues peeds 3nd3no 55 WIL 03 uorssiuusuei g 10 YN 3104 10 PNI 105095 paeds 3ndino ss wey UOISSILUSUEL uedo S3A SAA UMOP 9210 pue YA eAug JNO 5 5 WDA g 10 0 WNDU Yoys NP uedo 4 uon npai WOI 01 5351 2 3185504 S3A 3INOH SAA Q3lVALDDV TIN SNVH L spuooes uey aJou 101 UNY 3ie1s SNOLLIGQNOO 5NIHOLINOIN JNO jeubis uononpai 5 1 EZ 43 4180 Automatic Transmission Contents Overview Gear Selectors Hydraulic Control
14. DRIVE 4 Drives Drives Holds Sungear Drives Output Holds Sungear Annulus Sungear against Shaft 4th Gear set Drives Holds Carrier Drives Output REVERSE Sungear C W against CW Shaft A C Applied PARK NEUTRAL Hydraulics T200 3 08 NOTE Power flow descriptions and exploded views of the clutches and planetary gear sets are shown on the following pages NOTES ZF 4 HP 24 Automatic Transmission Power Transmission continued First Gear The FORWARD A CLUTCH and the OVERRUN E CLUTCHES are applied When the engine is pulling the front planetary gear carrier of the COMPOUND PLANETARY GEAR SET is locked against the transmission case through the one way clutch When the engine is coasting the planet carrier overruns The REAR PLANETARY GEAR SET rotates as a unit with the front planet When the gear selector is in position 1 and the transmission is in speed range 1 the LOW CLUTCH is applied to permit engine braking Second Gear The FORWARD A INTERMEDIATE C and OVERRUN E CLUTCHES as well as the INTER MEDIATE CLUTCH BRAKE C1 are applied The one way clutch under the LOW D CLUTCH overruns The hollow shaft with the REAR PLANETARY GEAR SET rotates as a unit Third Gear The FORWARD DIRECT B INTERM EDIATE C and OVERRUN E CLUTCHES are applied The one way clutches under the INTERM EDIATE C and LOW D CLUTCHES overru
15. jeuBls ou paads uolssivusued Josues g 03 3104 10 3102100 uado 317542 1051095 duaz sseuJeu WIL 04 uoissiuusuei g 0 3104 10 2 4 10595 duja3 sseuJeu uoissiuJsuel 5 5 uey 10 NO 105195 4 10595 11045 Josues duje3 55 WIL 04 31045 0 4 LOE 105095 duie3 sseuJeu jeujayul uoissiuusuei 5 5 GZ 10 NO YMS 10 PNP 4 YMS Jeaur 10 1045 WNDU WIL 04 YAMS Jeaur 5 5 g Jo 31045 uey 10 91 uedo WIL 04 YMS ANSSAd 103 9 es ayesadQ 1042995 9 1
16. plouajos 55 WIL 04 00155135001 g Jo 03 1045 uedo plouajos 55 5 1 40 5 88 Jo paads e PLOU 221 0 PYS vL0d WDL 5 p ds 03 312 15 3104 10 uado jeubis p ds WIL 04 W23 p ds e 3e pares u u ydw enoge 5 ou paads 1104 jeus peeds g JO puno 04 3104 PNAU uedo WIL G WI euibue PEJS Jo jeubis p ds 9 04 ou je iueu auu uoissiuusuei 1405195 3nd3no g JO 03 YND 3104 JO uedo Josues peeds WIL 04 uoissiuusuei g JO 03 JO uedo 1056195 peads 001551015811 0002 uey 1912916 ue 3e u
17. A P or N signal for more than 0 1 second with road speed above 7 mph 11 km h The pressure switch manifold output signal does not match the calculated gear ratio Aninvalid in gear range position code The two invalid gear range position codes are CIRCUIT A B C 0 0 0 0 1 0 Trans CheckEngine Limp DTC Component signal MIL MIL OBDII home P0706 Pressure switch manifold range YES YES performance Refer to the DTC Summary pages 43 46 27 4180 Automatic Transmission Transmission Control Components continued Shift Solenoid Valves Two normally open shift solenoid valves A and B are used to apply upshifts and down shifts in all forward gear ranges The solenoid valves work in combination to direct hydraulic pressure to the various apply valves SHIFT SOLENOID OFF CONNECTOR con ASSEMBLY EXHAUST a SIGNAL FLUID 2 o9 5 B 05050505050 0505050890905 D ODD 000000005060 PLUNGER 4 FRAME RESISTANCE 20 30 OHMS 68 F 20 T200 2 24 The following table shows the shift solenoid state combination required for each gear range Range Solenoid A Solenoid B P R N 1 0 First 1 0 Second 0 0 Third 0 1 Fourth 1 1 1 energized valve closed 0 not energized valve open NOTES 28 4180 Automatic Transmission PARK REVERSE NEUTRAL FIRST GEAR THIRD GEAR FILT ACTR FD SOLENOID ON T200 2 25
18. FILT ACTR FD SOLENOID A OFF SOLENOID ON gt T200 2 26 Shift solenoid diagnostic monitoring The shift solenoids are provided with a fused ignition switched power feed The TCM energizes each solenoid by controlling its ground The electrical state of each solenoid is continuously monitored by the TCM which compares the solenoid drive signal voltage to the solenoid feedback voltage If an open or short circuit is detect the TCM will flag DTC P0753 for a solenoid A fault and DTC P0758 for a solenoid fault If the TCM detects an invalid gear ratio referto Transmission mechanical hydraulic gear selection diagnostic monitoring on page 40 for more than 2 seconds after the solenoid is commanded on the assumes astuck solenoid and immediately flags DTC P0751 for solenoid A or DTC P0756 for solenoid B Trans CheckEngine Limp DTC Component signal MIL MIL OBDII home P0751 Shift solenoid A stuck ON or OFF YES YES YES P0753 Shiftsolenoid A state does not match commanded state YES YES YES P0756 Shiftsolenoid B stuck ON or OFF YES YES YES P0758 Shift solenoid B state does not match commanded state YES YES YES Refer to the DTC Summary pages 43 46 29 4180 Automatic Transmission Transmission Control Components continued Torque Converter Clutch Solenoid Valve TCC APPLY AND RELEASE 100 FN TCC FULLY APPLIED APPLY RATE TCC RELEASE RATE PERCENT DUTY CYC
19. 3104 Jo uado piouajos JaMod uoniu spuo2es UCU 104 9T e oge SAUA 330 40 2245 YUS 95104 05 PUS 10 1045 prousjos 3145 55 WIL 04 10 04 1045 plouajos PYS uoissiuusuei q ul lt puemuoy je 2235 2 JOU y 05 PUS 59 04 05 YUS 10 1045 5 345 sseuJeu WIL 04 Uorssiuusuei 10 04 1045 plouajos PYS uoissiuusuei 312 15 3104 Jo piouaJos JaMod uoniu ui dn eyerejo2o v epiua 330 40 PNIS 05 YUS 15104 1 22104 31010 31045 10 5 YBIY PNW WIL 04 1070W 22104 sebuei 1042995 uny uiu 4o3ejn6a1 auNssa
20. 5 03 poys epoo uonisod WIL 04 U23IAS Ul yms 1042995 1295 3ueuansn pe 32auooul 5 jeuuou uny euibue 505 4585 gt angadu 40 PN 10595 5 N JO Ul 00 5 0 90 0 uos fueyog 311212 105 10 uedo NUD ZAX uonisod WOL 5 sebuei yno 1042995 eyeied o euibue PEJS uonisod 60 04 WOL uis YIYS wayu WIL 0104 WOL gt gt gt o gt c c c euibue peidnuoo WOL S090d WOL euibue ies WIL 50904 5351 2 31815504 dwn TIN SNVuL 23H25 SNOLLIGNOO 9NIHOLINOMW II 5 1 38 TIWN 3NIDN3 euo uo Buipuedeq YAMS 31212 WIL 03 YMS 3ueuans
21. PUMP TO CASE SEAL CRESCENT T200 2 07 NOTES 4180 Automatic Transmission PUMP OPERATION DRIVE GEAR k CRESCENT h 7 gt d GEAR FILTER DRIVEN ASSEMBLY 2d ES 3 T200 2 08 4180 Automatic Transmission Hydraulic Control continued Valves Located in the Pump Assembly Five hydraulically actuated valves are located in the pump assembly TCC torque converter clutch enable valve RELEASED When the TCC is released regulated fluid passes through the valve to keep the TCC shift valve in the released position TCC APPLIED When the TCC is applied TCC signal fluid moves the enable valve against spring force to block regulated fluid flow and allow TCC enable fluid to exhaust at the valve TCC shift valve TCC RELEASED To keep the TCC released the TCC shift valve is held in the released position by spring force and enable pressure Regulated fluid passes through the shift valve and enters the TCC release circuit Apply retum fluid fromthe torque converteralso passes through the valve and enters the cooler circuit TCC APPLIED TCC enable fluid exhausts and the shift valve is shifted by TCC signal fluid pres sure allowing regulated apply fluid to enter the apply retum circuit Regulated converter feed fluid passes through the shift valve to enter the cooler passage Release flui
22. The accumulator valve is biased by three forces torque signal fluid orificed accumulator fluid and spring force from the accumulator valve spring The accumulator valve regulates drive fluid pressure to the accumulator fluid circuit In addition the valve regulates accumulator fluid pres sure exhaust as the second third and fourth accumulator pistons are stroked during their respective shifts Actuator feed limit valve hydraulically actuated The actuator feed limit valve is controlled by its force spring and limits the line pressure to 105 125 psi 7 2 8 6 bar as it passes through the valve and enters the actuator feed circuit TCC solenoid electrically actuated The TCC solenoid regulates 2 3 drive fluid pressure to the TCC signal fluid circuit Refer to TCC Solenoid page 30 TCC regulator apply valve hydraulically actuated The TCC regulator apply valve is controlled by the TCC signal fluid pressure on one end and spring force plus regulated apply pressure on the other end When TCC signal fluid pressure is present the valve regulates line pressure to the regulated apply fluid passage Force motor electrically actuated The force motor controls torque signal fluid pressure to the reverse boost valve the accumula tor valve and the torque signal compensator valve Refer to Force Motor page 32 Manual valve When a gear range is selected the manual valve directs line pressure to the various circuits by opening and clos
23. YMS W VSOL parjddns uoniub 33235 yN enbJo 5301 TIA NOISSI NSNY YL ZAIN 93615 PYS ZAWSS Jo JequunN SOLA TA W 93815 plou jos 4145 TAINSS peo 19 SIejeuuejed uo TIW NOISSI 1 943 jo Jequunu Sapu TIN Y A2942 NOISSIWSNVYL G Td 21 2104 5 55 5 GEO 104 TIW ANION APAP 5 aui TIN ur jequunu v TN 3NIDN3 TIN 63 vc dH 47 pue 00 Palas ue 5510 SNOLLIGNOO II QHO WAS S uoissiuusueJ OT v 63 tz dH 42 37 pious os yN anbao g Jo 03 YNI 1045 uedo
24. 23 ZF 4 HP 24 Automatic Transmission 24 Transmission Control continued Transmission Control Module Outputs Pressure regulator line pressure The TCM varies the current to the pressure control regulator to control the modulation pressure valve which in tum controls the line pressure Higher line pressure results in firmer shift quality Shift solenoid valves MV1 MV2 and MV3 The TCM controls the shift solenoid valves from the operating strategy by switching the sole noid coil ground circuits The following table shows the solenoid state combination for each gear range Range Gear MV1 MV2 MV3 P ON R N 4 TCC 0 3 D 2 ON ON D 1 ON 3 3 ON 3 2 ON ON 3 1 ON 2 2 ON ON 2 1 ON Engine torque reduction The supplies atwo part ignition timing retard output to the atransmission shift down signal IGNITION SELECT and a transmission shift in progress signal IGNITION RETARD When the ignition is momentarily retarded by the ECM engine torque is reduced and a smoother softer shift occurs Mode indication The TCM provides a ground to illuminate the instrument pack mode indicator light TRANSMISSION MIL The TCM provides a ground to activate the TRANSMISSION MIL CHECK ENGINE MIL From the 1995 MY ON the TCM communicates with the ECM to request the CHECK ENGINE MIL and the DTC for f
25. NOISSIINSNVHL NOISSIINSNVHL YOSNAS H2LIMS tent G3H2LIMS NOUNS NOLLISOd 3LLLOWHL ALLE anao OuLNOO NMOCDIODI 300801 15 1 93345 3NIDN3 ANN viva SNOLLVOINNIWIWOD SOLLSONDVIG ber ERE ES IAOW 14035 NOISSIINSNVHLL USIHNI IOHLNOO 3345 Wda 9 4314915 194 15 1653 3AISSVd j3Su3AdH 5 35 9 5 YOSNAS 23345 LNdLNO H2LIMS 9 INVA T200 3 25 22 ZF 4 HP 24 Automatic Transmission Transmission Control Module Inputs Mode Switch The mode switch inputs the driver s choice of operating strategy NORM AL SPORT or DELETE FIRST as equipped Rotary switch The rotary switch logic signal is used by the TCM and decoder module to determine what gear range PRND32 is selected The rotary switch also contains contacts for starter inhibit and re verse lights Output shaft speed sensor The TCM uses the signal from the transmission output speed sensor vehicle speed to deter mine line pressure shift pattems and torqu
26. e M LY Id we 22 A GEAR SHIFT CONTROL MODULE T200 4 06 T200 4 08 Diagnosis and Testing Automatic Transmission Diagnostic Process NORMAL OPERATING TEMPERATURE refer to page 2 Drive the vehicle to bring the engine and transmission fluid to normal operating temperature ZF 4HP 24 E9 Transmission fluid temperature 176 802 C Powertrain 4L80 E Transmission fluid temperature 1949 909 C TRANSMISSION FLUID refer to page 2 Check the color and smell of the fluid Check the fluid for contamination or foreign material Check the transmission fluid level GEAR SELECTOR CABLE USTMENT refer to the Service Manual for adjustment procedure Check the selector cable adjustment SWITCH ADJ USTMENT refer to the Service Manual for adjustment procedure XJ 6 XJ ZF 4 24 E9 Check the rotary switch and park microswitch adjustment XJ 12 XJ Powertrain 4180 Check the linear switch and park microswitch adjustment XJ S Powertrain 4L80 E Check the starter inhibit speed control and reverse switch adjustment KICK DOWN ADJ USTMENT refer to the Service Manual for adjustment procedure Check the kickdown switch adjustment ENGINE CONDITION Confirm that the engine is operating normally and is in good mechanical condition Confirm that the engine idle speed is set to the correct specific
27. 18 Transmission Control 19 24 Transmission Control Components 25 35 ZF 4 HP 24 Automatic Transmission Overview ELECTRONIC TRANSMISSION CONTROL INPUTS OPERATING CONDITIONS OUTPUTS CONTROL AND DATA TRANSMISSION CONTROL MODULE ENGINE W SHIFT POINTS TRANSMISSION X SHIFT QUALITY VEHICLE p gt DIAGNOSTICS T200 3 01 The ZF 4 HP 24 E9 is an electronic four speed automatic transmission that utilizes a transmis sion control module TCM to control shift points torque converter clutch apply and re lease and line pressure Inputs from sensors and switches provide engine transmission and vehicle operating information to the The TCM uses this information to determine the precise moment to operate the three transmission solenoid valves and pressure control regulator which cause the transmis sion to upshift or down shift apply or release the torque converter clutch and provide the correct line pressure for component operation The TCM also incorporates an on board diag nostic facility that monitors transmission component operation and signal conditions This type of transmission control based on vehicle operating conditions results in precise shift points and shift quality The transmission interfaces with the engine control module ECM The engine management system EM S and transmission control systems operate jointly
28. 28 10 NOTUSED 29 NOTUSED 11 THROTTLE POSITION 30 ENGINE SPEED SIGNAL NOUD 12 ENGINE TORQUE 31 NOTUSED d NOTUSED 13 NOTUSED 32 NOTUSED 45 PORE MOTE 14 TEMPERATURE SENSOR 33 NOTUSED ANPUT PEED ROUND 34 VEHICLE SPEED SENSOR 2 2 OUTPUT 82858 52 VARIABLE FORCE MOTOR 16 SERIAL COMMUNICATION OUTPUT 36 OUTPUT SPEED SENSOR 53 IGNITION SUPPLY 17 NOTUSED 37 INPUT SPEED SENSOR 54 POWER GROUND 18 NOTUSED 55 BATTERY POWER 19 NOTUSED T200 2 17 NOTES 19 ission 4L80 E Automatic Transm Transmission Control continued Transmission Control Module Inputs and Outputs OBD II TRANSMISSION CONTROL LOGIC XJ 12 AND XJ R 1995 MY ON 9 NVW H2 LIMS 34055384 3NIDN3 NOISSIINSNVHL 55344 32404 GIN GION3IOS H3DH3ANOO lt 5 LHS 4739 CIOuLNOO 34155334 3010 32804 WOL OLSINdLNO NOISSIWSNVHL E 3345 1 cu 3345 Lndino H1 2 NOISSIWSNVYL NOLLINDI OUINOD 3NIDN3 5 NOLIN 15
29. 941 ALAR 03 41 seye ipur UUNO TIN y 3NION3 TIN 3 0g Tp pue 001 P S 001 8uu02 24 5 ue 55180 SNOLLIGNOD DS OT Y x ZT fx 5 O QUOD uoisSiuusueJ 3 09 Tp uleJ J9MOd 21 43 05 221 10 04 1045 PNP prous os 221 55 WIL 03 uoissiuusuei 10 1045 0 00 4 589 1snuu aumereduia 960 pue 96 emouu pue 5 221 SseuJeu 51 1 1 551 5 gt 5 104 440 32115 221 anje 250 1snuu 90 04 Jaep pue 551 5 MOT 1 oes uoi
30. DISCS FORCED TOGETHER OIL FORCES PISTON TO APPLY CLUTCH PRESSURIZED OIL FOR APPLY 200 1 32 CLUTCH RELEASED CLUTCH RELEASED CLUTCH DISCS SEPARATED OIL PASSAGE T200 1 33 14 Applying Multiple Disc Clutches The clutch assemblies as well as all transmis sion intemal components are bathed in automatic transmission fluid that coats the components and allows them to tum freely and independently The clutch assembly is ap plied by hydraulic pressure Pressurized oil acts on the apply piston moving the piston in contact with the clutch pack The hydraulic pressure forces the discs together and the resulting friction connects the discs causing the housing and hub to rotate or hold together as one unit When the hydraulic pres sure is released the clutch retum springs move the apply piston away from the clutch discs allowing them to once again rotate freely Automatic Transmission Fundamentals One Way Clutches One way clutches allow components to rotate in one direction only and can be used to drive or hold rotating members Their simple mechanical design gives them certain advantages over hydraulic apply devices One way clutches can be designed to hold in either direction For automatic transmissions the roller clutch and the sprag clutch are commonly used Roller clutch Rollers are positioned between an outer and inner component The outer component is machined with ramps that hold th
31. On Board Diagnostics OBD Fail Safe Mode Adaptive Learning Default and Limp Home Facilities Transmission Control Transmission Control Components 2 3 4 5 6 14 15 16 17 17 17 18 25 26 42 4180 Automatic Transmission Overview ELECTRONIC TRANSMISSION CONTROL OPERATING CONDITIONS ENGINE PowerTrain formerly Hydra matic 4L80 E electronic four speed transmission incorpo rates electronic controls that utilize the transmission control module TCM to control OUTPUTS shift points torque converter clutch apply CONTROL AND DATA and release and line pressure Inputs from sensors and switches provide engine trans TRANSMISSION mission and vehicle operating information CONTROL MODULE tothe TCM The TCM uses this information to determine the precise moment to upshift or p 0 SHET POINTS down shift apply or release the torque con ANNEN verter clutch and what line pressure is VEHICLE p gt required to apply the clutches or bands The DIAGNOSTICS also incorporates an on board diagnostic facility that monitors transmission component operation and signal conditions This type of control based on the operating conditions of the vehicle results in consistent and precise shift points and shift quality T200 2 01 NORMAL and SPORT modes Two operating strategies are available to the driver NORMAL Normal mode provides econom
32. PNUD uedo Josues 55 WIL 03 punoJD YN 3104 Jo 511242 105095 SAA uis 259 vS 10 1058195 65 anje Josues 1 g 04 105 10 NWP uedo NUP Josuas eungereduue 55 WIL 04 uorssiusuei g 04 10 uedo UOISSILUSUEL 45 06 pint uorssiusuen yy SAA NO uis 2 45 06 10 1051985 uueysAs S3A SAA spuodas uey 104 0091 uny 1845 6 uey azea 5 S DOL 5 eunjiej 5 221 g 03 3104 JO uedo 4423 04 DDL 04 1045 5 551 04 S3A SAA 5 0 5 uey 5
33. T200 1 03 Fluid coupling The operating principle of the torque converter can be demonstrated with two fans facing each other One fan is operating under power the other fan is at rest When the air flow from the first fan strikes the blades of the second fan the second fan will tum Thus power has been trans ferred from the first fan to the second fan Torque converters use this same process with fluid flow replacing the air flow Fluid flow The inner shape of the torque converter resem bles two doughnut halves with their inner surfaces lined with vanes and filled with auto matic transmission fluid The drive member is called the pump impeller and is in turn driven by the engine The driven member is called the turbine and in tum drives the transmission input shaft As the torque converter rotates its shape gives acceleration to the fluid Power flow The rotating unit transmits power from the engine to the transmission as the whirling fluid flows continuously from the pump impeller to the turbine and back to the pump Automatic Transmission Fundamentals Pump impeller The torque converter cover is bolted to the engine flex plate and is welded to the converter pump impeller to form the outer housing When turned by the engine the pump impeller causes the fluid to flow toward the turbine Turbine The turbine is connected to the transmission input shaft When fluid flowing from the pump im peller enters the turbine
34. TRANSMISSION WARNING MIL MISSION MIL and CHECK ENGINE MIL may be activated depending on the nature and clas sification of the fault T200 2 14 2 15 Each is a five place industry standardized code that describes the subsystem and specific fault Transmission are stored in volatile electronically erasable programmable read only memory EEPROM and can be accessed only by J aguar diagnostic equipment PDU or a generic after market scan tool PDU allows advanced fault diagnostics by providing engine and transmission operating information and circuit information related to the fault DTC access is via the vehicle data link connector NOTES 15 4180 Automatic Transmission On Board Diagnostics OBD continued OBD XJ 12 through 1994 and Xj S V12 TRANSMISSION WARNING MIL TRANSMISSION WARNING MIL ALL TRANSMISSION FAULTS T200 2 14 The OBD facility for XJ 12 Sedans through the 1994 MY and all Xj S V12 Range vehicles is independent of the engine management system and complies with OBD I legislation The TRANSMISSION MIL is activated by the TCM according to the transmission OBD strategy This OBD system also provides diag nostic trouble codes and diagnosis facilities for the transmission The two digit DTCs can be retrieved via serial communications with PDU Depending on the model year DTCs are accessed via the serial communications data
35. W uoniu i uoyMs U23IMS 1429195 W LL anez 03 3104 JO e uejsisa1 uedo 18 Mod WIL 03 esnj 5 205 esnJ WIL SJA SJA uey 104 QOET uny Peys 5591 moj lt WOL ci ainjiej 105 5 g 10 04 NP YN WIL 03 40sues peeds 3ndu SJA 22 jeuBis Jo 550 1205195 p ds yndu vL J030UJ 22104 g JO 310us e2ue3sisal uiu NUP YN 02 22104 S3A sebuei yny 10329 es ung 3uauno J030UJ 92104 L Josues p ds 3ndino g JO 55 3104 1405195 S3A SJA 22 1 5 p ds jo sso 5 WII g 10 5 112442 jeubls WIL WIDI 5 5 UY 10 GT 5 e 3e
36. according to engine torque Referto Force Motor page 32 am H 3RD CLUTCH CLUTCH T200 2 11 NOTES 12 4180 Automatic Transmission Torque signal compensating valve The torque signal compensating valve dampens the pressure irregularities in the torque signal fluid circuit These irregularities are caused by the action of the force motor ACCUMULATOR CIRCUIT NOTE HYDRAULIC SCHEMATIC SHOWN DURING 2 UPSHIFT TORQUE SIGNAL COMPENSATOR 3RD ACCUMULATOR TORQUE SIG F3 a FILTER FD 8 55 RIFICED ACCUM 2ND ACCUM T200 2 12 NOTES 13 4180 Automatic Transmission Hydraulic Control continued BALL CHECK VALVE FUNCTION AND LOCATION 2 2ND ACCUM 5 6 3RDACCUM 4TH ACCUM ACCUM ACCUM ACCUMU HOUSING 35 3RD CL 4 7 O LO F Qa lt 5 i 3RD CL FD REV T200 2 13A T200 2 13B TRANSMISSION CASE 2 gt 3RD REV 200 2 13 4180 Automatic Transmission On Board Diagnostics OBD The transmission on board diagnostic facility OBD monitors the transmission system for oper ating errors and faults If a fault is detected by monitoring or testing it is registered in the TCM intemal software The TCM decides whether to flag a diagnostic trouble code DTC and whether to ac
37. discs are splined to a clutch housing that is part of an input shaft the friction discs are splined to an internal gear planetary gear set The clutch housing and the internal gear rotate freely when the clutches are not applied When the clutches are applied by hydraulic pressure they rotate together and the input shaft drives the intemal gear DRIVING CLUTCH CLUTCH HOUSING CLUTCH PLATES INTERNAL GEAR T200 1 29 Multiple Disc Holding Clutches A multiple disc clutch can also be used to hold a member of a gear set In this example friction discs are splined to the outside of a clutch hub and altemated between steel discs splined to the inside of a transmission case The clutch hub is part of a planetary carrier assembly When the clutches are not applied the clutch hub tums freely in either direction When the clutches are applied by hydraulic pressure the friction between the two sets of discs stops the rotation of the clutch hub The hub is held to the case until the clutch discs are released HOLDING CLUTCH TRANSMISSION CASE CLUTCH HUB SUN GEAR CARRIER ASSEMBLY INTERNAL GEAR CLUTCH PLATES T200 1 30 13 Automatic Transmission Fundamentals Apply Devices continued CLUTCH ASSEMBLY STEEL DISC FRICTION DISC APPLY PISTON CLUTCH HOUSING OIL PASSAGE CLUTCH HUB RELEASE SPRING INPUT SHAFT T200 1 31 CLUTCH APPLIED CLUTCH APPLIED ALL CLUTCH
38. frequency is out of range 183 1 Hz the substitutes a default value of 4796 and flags DTC P1790 During cranking if the TCM does not recognize a valid TPS signal 700 ms after the engine speed reaches 580 rpm DTC P1790 will be flagged and the 47 default value will be used During cranking the TPS signal is used to carry engine coolant temperature information If dur ing cranking an invalid coolant temperature signal is recognized a default coolant temperature value of 170 F 77 C will be substituted but no DTC will be stored If the TCM receives no TPS signal from the engine management system with engine speed greater than 580 rpm the 4796 duty cycle default is substituted and DTC P1791 is flagged The transmission remains in normal mode but no kickdown is available Trans CheckEngine Limp DTC Component signal MIL 95 MY ON home P1790 TPS signal out of range YES YES P1791 TPS no signal YES YES Refer to the DTC Summary pages 37 43 NOTES 31 ZF 4 HP 24 Automatic Transmission Transmission Control Components continued Transmission Fluid Temperature Sensor TRANSMISSION FLUID TEMPERATURE SENSOR The positive temperature coefficient PTC fluid temperature sensor is located in the transmission internal wiring hamess and ex posed to transmission fluid the fluid temperature increases the sensor resistance also increases this decreases the sensor volt age The s
39. from the rear of the transmission intermediate plate The bell housing intermediate plate assembly must be removed to access the pump retaining bolts ZF 4 HP 24 E9 Automatic Transmission AJ 16 TORQUE CONVERTER STARTER PLATE e TORQUE CONVERTER SPACER y RSS N N S DRIVE PLATE ACCESS HOLE T200 3 05 PUMP ASSEMBLY T200 3 06 NOTES ZF 4 24 Automatic Transmission Power Transmission ZF 4HP 24 E9 TRANSMISSION COMPOUND PLANETARY GEAR SET REAR PLANETARY GEAR SET E OVERRUN SPRAG CLUTCH F 4TH GEAR CLUTCH D LOW SPRAG CLUTCH C INTERMEDIATE SPRAG CLUTCH C1 INTERMEDIATE CLUTCH B DIRECT CLUTCH A FORWARD CLUTCH T200 3 02 NOTES ZF 4 HP 24 Automatic Transmission APPLICATION SUMMARY ALL RANGES AND GEARS FORWARD DIRECT INTERMEDIATE INTERMEDIATE LOW LOW CLUTCH OVERRUN 4th GEAR RANGE CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH amp CLUTCH CLUTCH BRAKE amp O W C amp A B D D E F DRIVE 1 Drives Holds Drives Output Annulus against Shaft DRIVE 2 Drives Holds Sungear Holds Sungear Drives Output Annulus C W against A CAW against A C W Shaft DRIVE 3 Drives Drives Holds Sungear Drives Output Annulus C W Sungear against Shaft
40. link or the engine transmission diagnostic link Refer to the specific component and systems descriptions for explanations of fault parameters Refer to the Service M anual and DTC Summary information in this publication for a listing of DTCs NOTES 16 4180 Automatic Transmission Fail Safe Mode If the entire transmission electronic control system becomes disabled the following occurs both of the shift solenoids will be de energized forcing the transmission to operate in second gear when the gear selector is in a forward drive range the force motor is switched off increasing line pressure to maximum the torque converter clutch solenoid cannot apply the torque converter lockup clutch Adaptive Learning The TCM programming allows for adjustment in line pressure based on the changing character istics of the transmission components as sensed from the various TCM inputs Line pressure is adjusted to maintain the originally calibrated shift timing as apply components wear If the TCM detects certain faults it will attempt to rectify the fault by adjusting line pressure If the fault is rectified the line pressure increase becomes the line pressure for that por tion of the operating strategy If the TCM cannot rectify the fault a diagnostic trouble code DTC is flagged Default and Limp Home Facilities For certain component or signal failures the TCM substitutes a default value for the failed s
41. pages 37 43 NOTES 27 ZF 4 HP 24 Automatic Transmission 28 Transmission Control Components continued Pressure Control Solenoid Transmission line pressure is controlled by the pressure control solenoid to produce hydraulic line pressure consistent with engine torque and to compensate for transmission component wear The solenoid is located on the valve body The TCM controls this solenoid similarly to the shift solenoids 12V inactive and OV ground with the solenoid active energized The pressure control solenoid applies correction hydraulic pressure signal from 0 4 8 psi 0 0 33 bar that acts on the modulation pressure valve which in tum controls the line pressure supplied to the vari ous supply components The duty cycle percent time energized of the pressure control solenoid Force motor is regulated by the TCM PRESSURE CONTROL SOLENOID HYDRAULIC SPOOL INLET PRESSURE FEEDBACK PRESSURE 4 vil j REGULATED BALL BEARING PRESSURE PLUNGER RESISTANCE 6 OHMS 200 3 32 Pressure control solenoid diagnostic monitoring The TCM continuously monitors the pressure control solenoid drive and feedback signals for errors A voltage greater than 3 5V activated or less than 2 5V OFF will flag DTC P0748 and cause the TCM to open the 12V solenoid feed control relay in the TCM Trans CheckEngine Limp DTC Compon
42. selecting position 3 or 2 Gear Positions Position D All four gear ratios are selected automatically Torque converter lockup occurs in fourth gear only Position 3 Only the three lowest gear ratios are available These are selected automatically Position 2 Only the two lowest gear ratios are available These are selected automatically Position 2 can be selected at any road speed how ever the TCM transmission control module will prevent the transmission from down shift ing until the road speed reaches a point where the engine will not over speed Kickdown Kickdown is mechanically activated via the kickdown switch located under the accelera tor pedal NOTES Hydraulic System Torque Converter The power train in AJ 16 engine vehicles utilizes a reduced mass torque converter that improves engine response The depth of the torque converter is reduced 1 18 in 30 mm from the converter used AJ 6 vehicles In order to allow the use of the same torque converter housing bell housing a spacer and drive plate are added between the crankshaft and the torque converter NOTE The AJ 6 torque converter is attached to the drive plate with 6 bolts The AJ 16 torque converter attaches to the drive plate with 3 bolts Pump Assembly The pump assembly is a conventional cres cent type pump that is driven by the torque converter hub The pump rotates at engine speed The pump housing is fastened
43. the turbine rotates and drives the transmission input shaft Stator A stator is placed between the pump impeller and the turbine to redirect the oil to the pump impeller during torque multiplication Stator assembly The stator assembly incorporates directing vanes and a one way roller clutch PUMP IMPELLER TURBINE 5 lt gt ANS N We TRANSMISSION INPUT SHAFT ween SSS SSS lt gt SNE gt N W FLUID THROWN FLUID RECEIVED T200 1 04 T200 1 05 STATOR STATOR ASSEMBLY STATOR TURNS FREE STATOR HELD T200 1 06 T200 1 07 Automatic Transmission Fundamentals Torque Converter continued Torque multiplication As the vehicle starts off and accelerates the stator is held by the one way clutch and redirects the fluid from the turbine to the pump impeller By redirecting the oil the stator increases the force of the fluid driving the turbine thereby multiplying the engine output torque While the stator is held the engine torque can be multiplied by two times or more The stator holds as long as the vehicle accelerates TORQUE MULTIPLICATION STATOR HELD TURBINE PUMP IMPELLER T200 1 08 Fluid coupling As acceleration ends and cruise speed is maintained the pump impeller and turbine speeds equal the stator releases and rotates freely with the pump impeller and the turbine The speed of the stat
44. to provide smooth effortless control of the vehicle power train Seven multi plate disc clutches and three one way clutches make up the application devices required to obtain the gears and gear ratios Two planetary gear sets one compound one single provide four forward gears and reverse Power loss through the torque converter at cruising speeds is minimized with a lockup feature When locked up the torque converter forms a fixed mechanical connection between the engine and the transmission gearbox NORMAL SPORT and DELETE FIRST Modes Depending on the model year up to three operating strategies are available to the driver NORMAL This strategy is designed for everyday use With DRIVE selected torque converter lockup oc curs in fourth gear only with 3 selected lockup will not occur High speed performance is available as required SPORT This strategy makes the transmission more sensitive to throttle position Kickdown occurs more readily at higher engine speeds During acceleration gears are held longer Part throttle down shift to first speed is possible Torque converter lockup occurs only in fourth gear DELETE FIRST DELETE FIRST mode provides a second gear start off to help prevent wheel spin on road sur faces with poor traction If delete first is selected with the gear selector in DRIVE the transmission will momentarily engage first gear before engaging second gear PLEASE NOTE TO AID IN THE UNDERSTAN
45. 00 rpm with an input speed above 3000 rpm for more than 4 seconds with the throttle angle between 1596 and 9890 the flags DTC P0720 DTC P0721 indicates an error in the signal range if the rate of the speed signal increase or de crease is more than 1000 rpm in less than 25 ms Trans CheckEngine Limp DTC 9 Component signal MIL MIL home P0720 Transmission output speed signal low YES YES YES 0721 Transmission output speed signal out of range YES YES YES Refer to the DTC Summary pages 43 46 34 4180 Automatic Transmission Transmission Input Speed Sensor The input speed sensor is identical to the output speed sensor except that it uses the machined teeth on the forward clutch housing as the rotor The sensor produces an AC voltage input to the TCM proportional to torque converter turbine speed Transmission input speed sensor diagnostic monitoring An input speed sensor signal of less than 50 rpm coupled with an output speed of more than 200 rpm with the engine running and the transmission not in or N will set P0715 DTC P0716 indicates an error in the signal range if the rate of the input speed signal change is more than 1800 rpm within 25 ms Trans CheckEngine Limp DTC 9 Component signal MIL MIL home P0715 Transmission input speed no signal YES YES P0716 Transmission input speed signal out of range YES YES Refer to the DTC Summary pages 43 46 En
46. 096 DTC P1796 will be flagged and no kickdown will be available The DTC will be ignored if a TPS DTC is already flagged T200 3 35 Trans CheckEngine Limp DTC Component signal MIL 95 MY ON home P1796 Kickdown switch signal error Refer to the DTC Summary pages 37 43 Traction Control Input The anti lock braking traction control control module ABS TC CM provides the TCM with a square wave 2 5 Hz signal when traction control is active The TCM selects a shift strategy that increases the effectiveness of the traction control function Traction control input diagnostic monitoring When traction control is inactive the signal to the TCM is at battery voltage When traction control is active the signal from the ABS TC is a pulsed ground The TCM will flag DTC P1782 if the signal voltage is less than 1 8V for more than 200 ms No MIL will be activated but the TCM will not adopt the traction control shift strategy Trans CheckEngine Limp DTC Component signal MIL MIL 95MYON home P1782 Traction control signal voltage low Refer to the DTC Summary pages 37 43 NOTES 33 ZF 4 HP 24 Automatic Transmission 34 Transmission Control Components continued Torque Based Shifting The TCM controls shift quality by the precise combination of clutch apply and release timing and pressure required for the operating conditions In addition the TCM outputs a
47. 4 MY and XJ 5 the defaults to a higher line pressure to compensate for the loss of engine power Battery voltage The TCM monitors battery voltage to detect a high or low voltage condition Traction control active XJ 12 1995 MY ON and XJ R only A traction control active signal is supplied to the TCM from the ABS Traction Control Control Module The signal allows the TCM to select a shift strategy to increase the effectiveness of trac tion control NOTES 23 4180 Automatic Transmission 24 Transmission Control continued Transmission Control Module Outputs Force motor The TCM varies the current to the force motor to control torque signal pressure which in tum controls line pressure The lower the torque signal pressure the lower the line pressure the higher the torque signal pressure the higher the line pressure At idle throttle closed current flow is close to maximum positioning the force motor so that the minimum torque sig nal pressure is applied to the line pressure regulator At full throttle current flow is close to minimum positioning the force motor so that maximum torque signal pressure is applied to the line pressure regulator If the electrical system becomes disabled current flow to the force motor will stop and maximum line pressure will result thus preventing component slippage until the condition can be corrected Shift solenoids A and B The TCM controls the shift solen
48. 5 gt 5 8 101 anssald 90 0 uos Spuo2as ulum Jo 2 u e3 3in2ur ayeiq g 10 8 uey 559 suoneis a ep 9 210 W 0 NUD 3104 uedo AIM WIL YAMS ou U23IMS 1 uey aow o 90 du yms 50 04 anle WOL I I yes WOL 60904 5351 2 31815504 SNVHL SNOLLIGNOO II GHO 21a 44 49005 0 pini 491005 Suonipuoo 5 ups 2 s ZT 45042 uorssiuusuei jeubls 21 Sav 32 12 3104 PND Jeu iS WOL 04 21 SEV uos leuis jeus W93 g JO punoJ6 04 11045 uedo OL G
49. 51 WIM 6 88 Apeays BAU 330 DIL 6 uado exeig g 03 PN uedo AIM WIL 04 YOUMS 3ueuansn pe yms uoneie a ep 8 5591 04 spuo2es 9 uey Jo 440 5 yams 8 yms punoJD YND 1045 41210 WIL 04 2 5 3ueuansn pe yms ou 26 0j 5 2 5 9 uey JO suey yams LE Josuas oeg uedo Jo 1 Josuas oeg WIL 31045 Jo e2uejsisaJ yy uedo Josuas oeg 01 WIL 31045 Jo e2uejsisaJ 4614 uedo euiS WIL 03 205095 oeg Josuas oeg 3104 jeufis WIL 03 205095 oeg uedo Josues oeg uis uis S fx pue 66 dn 5 aunssaud oeg S fx pue AW 66 0 dn uiu jeubis eunssaud EE e
50. AIR TO LIQUID LIQUID TO LIQUID FROM TRANSMISSION T200 1 44 18 Crescent Type Pump The pump has an intake and an outlet port Between these a drive gear turns a driven gear of a larger diameter The area between the two gears is maintained by a stationary crescent shaped casting Because this type of pump delivers the same amount of fluid on each revolution it is referred to as a positive displacement pump Pump operation The pump drive gear is driven at engine speed by the torque converter and is configured so that the pump tums whenever the engine is operating When the drive gear tums it also turns the driven gear causing a void on the intake side Oil is lifted from the transmission sump to fill the void As the gears continue to tum the oil is carried past the crescent section of the pump Once past the crescent the oil is pressurized as the gears close and squeeze the oil Atthis point pressurized oil is delivered through the pump outlet to the pressure sys tem where the pressure is regulated before distribution Oil Cooler An oil cooler is necessary to maintain trans mission oil temperature The external cooler can be incorporated into the side tank of the engine coolant radiator as a liquid to liquid Cooler or can be incorporated into a separate engine oil cooler as air toJiquid cooler Some installations may incorporate both arrange ments as a series circuit Automatic Transmission Fund
51. DING OF THE AUTOMATIC TRANSMISSION CONTROL SYSTEM REFER TO THE APPLICABLE J AGUAR ELECTRICAL GUIDE FOR ELEC TRICAL CIRCUIT DETAILS COMPONENT INFORMATION AND PIN OUT DATA ZF 4 HP 24 Automatic Transmission ZF 4HP 24 E9 TRANSMISSION T200 3 02 Specifications First Second Third Fourth Reverse Gear Ratios 2 48 1 1 48 1 1 00 1 0 73 1 2 09 1 Converter lockup occurs Fourth gear At approx 52 mph normal highway speed Torque converter Stall speed 1900 rpm 150 rpm Oil cooler Integral with radiator left side Transmission fluid Dexron II D check at normal operating temperature 176 80 Approximate capacity from dry 8 5 qt 8 liters Drain and refill 3 2 qt 3 liters NOTES ZF 4 HP 24 Automatic Transmission Gear Selectors Both the Sedan and XJ S Range gear selectors provide fully automatic or manual control of trans mission shifting Refer to the Gear Shift Interlock section for descriptions of the selector assemblies and the interlock system SEDAN RANGE GEAR SELECTOR T200 3 03 XJ S RANGE GEAR SELECTOR T200 3 04 Sedan Range The unique J gate selector gives the driver a choice between the fully automatic modes on the right P R N D and manually selected gears on the left D 3 2 XJ S Range The XJ S gear selector provides the driver with fully automatic operation in D or the choice of
52. H PLATES RETAINING CLIP SPACER HUB ONOIR WNE T200 3 17 13 ZF 4 HP 24 Automatic Transmission Power Transmission continued PLANETARY GEAR SETS 1 FRONT PLANET CARRIER AND D CLUTCH O W C 2 SEALING RINGS 3 SUNGEAR 4 CIRCLIP 5 FRONT ANNULUS RING GEAR 6 REAR PLANET CARRIER 7 SPACER RING 8 CIRCLIP 9 REAR ANNULUS RING GEAR 10 BEARING 11 TANGED SHAFT 12 CIRCLIP 13 BEARINGS 14 TANGED HOUSING 15 BEARINGS 16 SUN GEAR 4TH GEAR 17 4TH GEAR PLANET CARRIER 18 SEALING RING 19 ANNULUS RING GEAR 20 O W C INNER 21 CIRCLIP 22 BEARINGS T200 3 18 14 ZF 4 HP 24 Automatic Transmission OVERRUN E CLUTCH 1 CIRCLIP 2 O W C INNER 3 O W C ASSEMBLY 4 O W C OUTER 5 E CLUTCH INNER HUB 6 CIRCLIP 7 STEEL AND COMPOSITION FACED CLUTCH PLATES 8 RETAINING CLIPS 9 DIAPHRAGM 10 DIAPHRAGM SPACER 11 PISTON ASSEMBLY 12 E CLUTCH DRUM T200 3 19 15 ZF 4 HP 24 Automatic Transmission Power Transmission continued 4TH GEAR F CLUTCH AND GOVERNOR OUTPUT SHAFT CIRCLIP BEARING ASSEMBLY CIRCLIP STEEL AND COMPOSITION FACED CLUTCH PLATES RETAINING CLIPS DIAPHRAGM PISTON ASSEMBLY AND O RINGS SEALING RINGS F CLUTCH DRUM PARKING RING OUTPUT FLANGE T200 3 20 ZF 4 HP 24 Automatic Transmission On Board Diagnostics OBD The transmissio
53. ICAL FORCE HYDRAULIC FORCE SPRING FORCE PLUS MECHANICAL lt FORCE MECHANICAL FORCE T200 1 52 BALANCED SPOOL VALVE HYDRAULIC FORCE HYDRAULIC FORCE SPRING FORCE PLUS HYDRAULIC FORCE HYDRAULIC T200 1 53 Automatic Transmission Fundamentals Solenoid operated spool valve Electrical solenoids can be used to operate spool valves The solenoid valve switches a hydraulic circuit which in tum operates the spool valve The spring is used to retum the spool to the static position when the hydraulic force is released SOLENOID OPERATED SPOOL VALVE HYDRAULIC FORCE SOLENOID VALVE SPRING FORCE T200 1 54 23 Automatic Transmission Fundamentals Control Valves Valve Bodies mE Conventionally Controlled Transmissions Vehicles without electronic transmission control use a conventional control valve that receives inputs from mechanical and hydraulic components The control valve assembly located at the bottom of the transmission contains most of the controlling valves as well as interconnection hydraulic circuits The control valve accomplishes specific types of control and application functions to manually and automatically change gears Inputs to the control valve include Gear selection Engine load and speed Acceleration Control Valve Assembly The main control components and arrangeme
54. INE M IL may not activate Trans CheckEngine Limp DTC Component signal MIL MIL home P1780 Torque reduction signal error YES YES Refer to the DTC Summary pages 43 46 NOTES 39 4180 Automatic Transmission 40 Transmission Control Components continued Transmission Mechanical Hydraulic Gear Selection Transmission gear changes occur as a result of electronic control and transmission mechanical hydraulic actions Transmission mechanical hydraulic gear selection diagnostic monitoring The TCM monitors the gear selected when the transmission is not in or N with the vehicle speed greater than 7 mph 11 km h and the throttle angle greater than 11 1596 The actual transmission ratio is calculated by the TCM using data from the input and output speed sensors and compared to a standard gear ratio for each speed If the ratios do not match within 10 seconds with the torque converter clutch not engaged DTC P0730 is flagged and the MIL is activated Trans CheckEngine Limp DTC Component signal MIL MIL home P0730 Transmission gear ratio incorrect YES YES Refer to the DTC Summary pages 43 46 Transmission Slippage Transmission slippage can be caused by incorrect hydraulic pressures or wom mechanical com ponents one way and mechanical clutches brakes as well as electrical electronic faults Transmission slippage diagnostic monitoring The TCM co
55. JnssaJd Jeaur g JO 03 5 uedo eubis WIL 04 YAMS g Jo puno 04 1095 uedo WIL 03 uos aunssaJd 1012995 Jeac SAA sebuei 1042995 3235 jeubis uonisod ainsseJd 8c ou NJEJ je xiueu auu uoissiuusuei 1405195 peeds 03 4 Yous 10 WIL 04 10595 p ds 3ndino SAA SAA 5 UU BOW 10 nj JOU 000 Jeubis SdL WOL 03 SdL SdL 03 WOA SdL uedo o3 11045 S3A SAA 5 5 uni 0 PAS 220 ue 55 MOJ PUBS SdL 44 SdL g 3In24 3404 PNUD WIL A SdL SdL 04 WDF SdL S3A SAA lt ULY uni 0 PAS SdL 5351 2 3185504 3INOH Q3lVALDDV lI A SNVH L SNOLLIGQNOO 5NIHOLINOIN
56. LE TIME T200 2 27 The normally closed TCC solenoid valve is used to control the torque converter lockup clutch apply and release The solenoid duty cycle percent time energized is varied by TCM control of the ground circuit The vari able duty cycle of the solenoid allows the clutch apply force and lockup rate to be varied to ensure smooth operation TORQUE CONVERTER CLUTCH SOLENOID OFF COIL ASSEMBLY BALL O RING po 21 TORQUE CONNECTOR CONVERTER CLUTCH SIGNAL FLUID mms oue cmm RESISTANCE 10 OHMS 68 F 20 C FILTERED 2 3 DRIVE T200 2 28 NOTES 30 4180 Automatic Transmission TCC SOLENOID NEGATIVE DUTY CYCLE 20 4 80 FREQUENCY 32 HZ 1 1 CYCLE 1 32 SECOND aioe TIME 1 SECOND 32 CYCLES DUTY CYCLE 80 T200 2 29 Torque converter clutch solenoid diagnostic monitoring The TCM monitors the operation of the TCC solenoid Using engine speed and transmission input speed the TCM calculates the amount of torque converter clutch slip If the TCM detects more than a 110 rpm difference between engine speed and transmission input speed in fourth gear when the TCC i
57. N CODE X SERIAL COMMUNICATIONS OUTPUT NOT USED NOT USED NOT USED NOT USED T200 3 26 NOTES ZF 4 HP 24 Automatic Transmission Transmission Control Module Inputs and Outputs OBD II TRANSMISSION CONTROL LOGIC AJ 16 NA SEDAN RANGE 21 3NION35I23HO 5 NOMIN FOVLIOA n Q3H21IMS NOLLINSI JNN viva 5 SOLLSONDVIG FINGOW TOHINOO AV IH FINGOW 103105 H1 NOISSIINSNVuL HO UMS LSANOFY ANIDNA NMOCDDPI 300801 lt 453 1 9334 3NIDN3 0 IM lM lM lM NOLLISOd T1LLOHHL 3ALDV TOHLNOO NOLDDVHL uin 5 lt 1304 NOISSIINSNVuL 1587 Q33dS Wda FINGOW HOLVOIGNI NOLLISOd dWiL 5 5 YOSNAS 43345 LAdLNO T200 3 24 21 ZF 4 24 Automatic Transmission Transmission Control continued Transmission Control Module Inputs and Outputs TYPICAL OBD I TRANSMISSION CONTROL LOGIC AJ 6 SEDAN RANGE AV Tu FINGOW TOHLNOO
58. NSMISSIONS GEAR SELECTOR APPLY VALVES Emm HL 4 TRANSMISSION 46 SENSOR INPUTS CONTROL VALVE ASSEMBLY T200 1 61 30 Automatic Transmission Fundamentals Gear selector position input to the TCM The position of the manual valve is input to the TCM in one of two ways depending on the type of transmission The PowerTrain transmission uses a pressure switch manifold containing switches that are closed activated by hydraulic pressure supplied from the various manual valve ports The combined switch positions are output to the TCM as an indication of the selected gear The ZF transmission uses a mechanical rotary switch mounted outside the transmission to signal the selected gear to the TCM GEAR SELECTOR POSITION ELECTRONICALLY CONTROLLED TRANSMISSIONS GEAR SELECTOR ROTARY m SWITCH GEAR POSITION ZF MANUAL VALVE PRESSURE GEAR SWITCHES POSITION POWERTRAIN TCM CONTROL VALVE ASSEMBLY T200 1 62 31 ZF 4 HP 24 Automatic Transmission Contents Overview 2 3 Gear Selectors 4 Hydraulic System 5 Power Transmission 6 16 On Board Diagnostics OBD 17 18 Limp Home Facility
59. RWARD DIRECT INTERMEDIATE ROLLER SPRAG ROLLER BAND QA eB CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH 4 CLUTCH CLUTCH CLUTCH LO REV ON OFF HOLDING REVERSE ON OFF HOLDING APPLIED APPLIED HOLDING HOLDING LI OVERRUNNING APPLIED OVERRUNNING LI OVERRUNNING APPLIED APPLIED OVERRUNNING LI OVERRUNNING HOLDING HOLDING LI OVERRUNNING APPLIED OVERRUNNING LI OVERRUNNING HOLDING APPLIED HOLDING LI OVERRUNNING DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION HOLDING BUT NOT EFFECTIVE THE SOLENOID S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE SPEED AND THROTTLE POSITION ON SOLENOID ENERGIZED IT DOES NOT DEPEND UPON THE SELECTED GEAR OFF SOLENOID DE ENERGIZED T200 2 02B 4180 Automatic Transmission Gear Selectors Both the Sedan and XJ S Range gear selectors provide fully automatic or manual control of trans mission shifting Refer to the Gear Shift Interlock section for descriptions of the selector assemblies and the interlock system XJ 12 and XJ R Sedan Gear Selector The J gate gear selector assembly incorporates linear gear position switches and the two way rocker switch use for selecting NORM AL or SPORT mode XJ 12 AND XJ R GEAR SELECTOR INSTRUMENT PACK INDICATOR _ MODE SWITCH T200 2 03 Linear gear position switches The linear switches are used for s
60. Service Training Course No 200 Transmissions This publication is intended for instructional purposes only Always refer to the appropriate J aguar Service publication for specific details and procedures WARN ING WHILE SERVICING AND TESTING VEHICLES AND VEHICLE SYSTEMS TAKE ALL NECESSARY SAFETY PRECAUTIONS TO PREVENT THE POSSIBILITY OF BODILY INJ URY OR DEATH Publication T 200 96 1996 J aguar Cars PRINTED IN USA All rights reserved All material contained herein is based on the latest information available at the time of publication The right is reserved to make changes at any time without notice Automatic Transmission Fundamentals Contents Torque Converter 2 6 Gears and Torque 7 Planetary Gear Sets 8 11 Apply Devices 12 17 Oil Pump and Cooler 18 Transmission Valves 19 23 Control Valves Valve Bodies Conventionally Controlled Transmissions 24 29 Control Valves Valve Bodies Electronically Controlled Transmissions 30 31 Automatic Transmission Fundamentals Torque Converter The torque converter is the linking component that transmits the power from the engine to the transmission Except for the locking clutch in some applications there is no direct mechanical connection via the torque converter between the engine and the transmission FLUID COUPLING T200 1 01 eimi 2 HEE T200 1 02 INPUT OUTPUT ENGINE INPUT TRANSMISSION OUTPUT
61. Transmission 30 Transmission Control Components continued Engine Speed Input The ECM provides an engine speed signal to the TCM The square wave signal consists of 3 pulses per crankshaft revolution each pulse signal consists of 50 ON and 70 OFF Engine speed input diagnostic monitoring DTC P0726 will be flagged if the engine speed signal is above 6800 rpm If the engine speed signal indicates less than 95 rpm in any gear but P or N and the transmis sion output speed is above 300 rpm DTC P0727 will be flagged Trans CheckEngine Limp DTC Component signal MIL 95 MY ON home P0726 Engine speed signal out of range high YES YES YES PO727 Engine speed no signal YES YES YES Refer to the DTC Summary pages 37 43 Engine Torque Signal The ECM continuously provides the TCM with an engine torque load signal based on fuel injec tion pulse duration The pulse width modulated PWM signal represents the actual engine torque developed between 0 376 Ib ft 0 510 Nm The engine torque signal is used by the to determine transmission line pressure and the amount of ignition retard to be applied to the igni tion advance angle during shifting The signal is also used to communicate a torque reduction signal fault to the Engine torque signal diagnostic monitoring The engine torque signal is continuously monitored The 91 Hz PWM signal duty cycle should be between 10 90 If the frequency o
62. amentals Transmission Valves Valves are used in the transmission hydraulic circuits to actuate and release apply devices and to control or limit hydraulic pressure Two basic types of valves are used the ball valve and the spool valve All or most of the valves are contained in the control valve assembly valve body Ball Valves ONE WAY BALL CHECK VALVE One way ball check valve A one way check valve allows fluid to flow in one direction only Two way ball check valve A two way check valve allows fluid to flow only from the inlet side under pressure Ball pressure relief valves A ball pressure relief valve uses spring loading to limit pressure When the hydraulic pressure is less than the spring pressure the ball re mains seated and no fluid retums to the sump When the hydraulic pressure exceeds the spring pressure the ball is forced off its seat allowing fluid to retum to the sump The strength of the spring determines the maxi mum hydraulic pressure in the circuit 222222222222 2224 T200 1 45 T200 1 46 FROM PUMP 5 TO SUMP FROM PUMP SSS N T200 1 47 19 Automatic Transmission Fundamentals Transmission Valves continued Spool Valves Basic spool valve The other type of valve used in the transmission control valve assembly is the spool valve The spool valve is a cylindrical valve with one or more steps cut into it The valve is moved
63. ansmission Fundamentals 12 Apply Devices As detailed during the description of planetary gear sets different gear ratios and different output directions were achieved by driving and or holding the various planetary components The action of selectively tuming or holding different members of the planetary gear set is achieved through the use of apply devices Apply devices used in automatic transmissions include Multiple disc clutches One way clutches Bands and servos Multiple Disc Clutches Clutch pack Multiple disc clutches consist of a series of two different types of clutch discs friction discs and steel discs The discs are stacked in a clutch pack assembly in altemating friction and steel discs CLUTCH PACK Friction disc The friction discs have friction material bonded to their surfaces In aguar transmissions teeth are cut around the inside diameter of the disc 200 1 26 Steel disc The steel discs are flat and very smooth so FRICTION DISC that uniform contact is made with the friction discs In J aguar transmissions teeth are cut around the outside diameter of the disc T200 1 27 STEEL DISC T200 1 28 Automatic Transmission Fundamentals Multiple Disc Driving Clutches A multiple disc clutch can be used as a driving clutch by splining one set of discs to an input source and the other set of altemating discs to an output member In this example the steel
64. ary gear set consists of two sets of planet gears and intemal gears on a common sun gear COMPOUND PLANETARY GEAR SET CARRIER ASSEMBLY CARRIER ASSEMBLY EY SUN GEAR T200 1 18 Sun gear The sun gear is the center gear of the plan etary gears The other gears rotate around it hence the name sun gear Planet carrier and planet gears The planet gears are mounted in a carrier that rotates around the sun gear The planet carrier and the planet gears act as a single unit Internal gear annulus gear The internal gear is the outermost member of the planetary gear set The name is derived from the fact that the gear teeth are cut on the inside surface Automatic Transmission Fundamentals SUN GEAR T200 1 19 A B PLANET CARRIER AND GEARS CARRIER INDIVIDUAL PLANET GEARS T200 1 20 A B INTERNAL GEAR T200 1 21 A B Automatic Transmission Fundamentals Planetary Gear Sets continued Uses for Planetary Gear Sets Planetary gear sets can be used for the following purposes to increase torque increase speed reverse direction and to act as a direct drive coupling Increasing torque is generally known as operating in reduction because there is always a decrease in output member speed that is pro portional to the increase in output torque The various uses are achieved by holding or releasing the various members of the planetary gear set Reduction By holding the s
65. ation PRESSURE TEST EQUIPMENT Connect the pressure test gauge using the necessary adapter STALL TEST refer to page 3 Perform a stall test and compare the results to the specifications LINE PRESSURE TEST refer to page 4 Perform a line pressure test and compare the results to the specifications ROAD TEST Diagnosis and Testing Normal Operating Temperature Before driving the vehicle conduct a visual inspection of the transmission for leaks and check the COLD transmission fluid level Setthe parking brake start the vehicle and allow it to idle in PARK for 3 to 5 minutes Firmly depress the brake pedal move the gear selector through each gear range pausing 3 seconds in each range e With the vehicle level accessories turned off and the engine idling in PARK check the fluid level The level should be between the tip of the dip stick and the hot mark Transmission Fluid Checkthe smell and color of the transmission fluid RED OK FOAM High fluid level or contamination MILKY Contamination NON TRANSPARENT PINK Fluid overheated LIGHT BROWN Contamination of oxidation Note Fluid will darken in normal use and does not always indicate contamination or oxidation BURNED SMELL Slipping wom transmission components If the transmission fluid shows signs of contamination drain the fluid and inspect the pan filter and drained fluid for f
66. aults classified as emission related NOTES ZF 4 HP 24 Automatic Transmission Transmission Control Components Rotary Switch ROTARY SWITCH The rotary switch mounted to the transmis Sion and connected to the gear selector cable is used to signal gear selection to the Additionally the switch signals the gear posi tion to various systems and circuits in the vehicle When the driver selects a gear a selector bar moves across the switch quadrant to a predetermined position to contact the copper switch segments The switch seg ments are set in bands across the quadrant with each band an output to the TCM and the decoder module described on page 26 Gear selector position outputs are in the form of a three character XYZ position code Three switch segments are used for the three char acter code The remaining switch segments are used forthe reverse lights column mirror movement control module starter inhibit SI a common ground T200 3 27 Gear Selector Position Code Position XYZ P 011 R 001 N 101 D 100 3 000 2 010 1 110 contacts closed ground OV 1 contacts open 12V Rotary switch diagnostic monitoring With the engine running at a speed greater than 448 rpm and the gear selector switch not in P or N the TCM continuously monitors the rotary switch signal for invalid XYZ signals If an invalid signal is detected DTC P0705 will be flagged T200 3 28
67. by the TCM according to the transmission on board diagnostic strategy The CHECK ENGINE MIL is activated by the ECM engine control module if the transmis sion fault is classified as an OBD II fault Therefore either the TRANSMISSION MIL and or the CHECK ENGINE MIL may be ALL OTHER TRANSMISSION FAULTS activated depending on the nature and classi fication of the fault T200 3 21 3 22 Each DTC is a five place industry standardized code that describes the subsystem and specific fault DTCs are stored in a nonvolatile electronically erasable programmable read only memory EEPROM and can be accessed or erased only by J aguar diagnostic equipment PDU or a generic after market scan tool PDU allows advanced fault diagnostics by pro viding engine and transmission operating infor mation and circuit information related to the fault DTC access is via the vehicle data link connector NOTES 17 ZF 4 HP 24 Automatic Transmission 18 On Board Diagnostics OBD continued OBDI AJ 6 Vehicles The AJ 6 transmission on board diagnostic facility is independent of the ECM and complies with OBD I legislation The TRANSMISSION MIL is activated by the TCM according to the transmission on board diagnostic strategy The on board diagnostic facility also provides TRANSMISSION WARNING MIL diagnostic trouble codes and default strategies for the transmission DTCs are expressed as two dig
68. d from the torque converter passes through the shift valve and enters the TCC enable circuit to exhaust at the enable valve Torque converter limit valve The torque converter limit valve allows converter feed pressure to enter the regulated converter feed circuit It also limits converter feed pressure to 93 107 psi 6 4 7 4 bar Pressure regulator valve The pressure regulator valve regulates line pressure and directs it to the converter feed circuit and the pump suction circuit The feed to the pump suction circuit regulates pump output Reverse boost valve When activated by torque signal pressure see Force Motor page 32 the boost valve moves against the pressure regulator valve spring The pressure regulator valve moves against the supply fluid thereby boosting line pressure in relation to engine torque When reverse gear is selected reverse fluid pressure is also applied to the boost valve to boost the line pressure NOTES 4180 Automatic Transmission PUMP ASSEMBLY VALVES CONVERTER CLUTCH SHIFT z 5 a lt 0051 BOOST PRESSURE REGULATOR 200 2 09 E 4180 Automatic Transmission 10 Hydraulic Control continued Valves Located in the Control Valve Assembly Six hydraulically actuated valves four electrically operated valves and the manual valve are located in the control valve assembly Accumulator valve hydraulically actuated
69. d signal fluid pressure increases Signal A fluid pressure acts on both the 1 2 and 3 4 shift valves to help control the shift valve position for the appropriate gear range When de energized signal A fluid exhausts through the sole noid to create low pressure in the signal fluid circuit Refer to Shift Solenoids page 28 4180 Automatic Transmission Shift Solenoid B electrically actuated When energized the exhaust port is closed and signal B fluid pressure increases Signal B fluid pressure acts both on the 1 2 and 2 3 shift valves to help control the shift valve position for the appropriate gear range When de energized signal B fluid exhausts through the sole noid to create low pressure in the signal B circuit Refer to Shift Solenoids page 28 CONTROL VALVE ASSEMBLY VALVES LUBE PIPE ORIFICED ACCUM REGULATED APPLY ORIFICED REG APPLY LINE TORQUE SIGNAL FORCE MOTOR FILTER ORIFICED TORQUE SIG FILTERED ACTUATOR FD ACTUATOR FEED FILT ACTR FD T200 2 10 11 4180 Automatic Transmission Hydraulic Control continued Accumulators An accumulator is a spring loaded device that absorbs a certain amount of fluid pressure in the clutch engagement circuit to cushion clutch apply according to engine torque The clutch apply fluid pressure on one side of the accumulator piston st
70. den tifies a shift in progress The normal torque reduction signal pulse with is 1796 The signal pulse width is increased to 2090 to indicate the start of a shift If the shift requires ignition retard the TCM increases the signal pulse width to between 2096 and 9096 and the ECM retards the ignition timing A 2096 pulse width indicates 0 retard and 9096 indicates maximum retard The signal retums to 2096 at the end of the shift and then retums to the normal 1796 pulse width On systerms the torque reduction signal is also used by the to request the ECM to activate the CHECK ENGINE MIL for emission related transmission faults If the torque reduc tion signal pulse width is less than 1296 the CHECK ENGINE MIL will activate and EMS DTC P1775 will be stored in the ECM Torque reduction signal diagnostic monitoring If the torque reduction signal is active for more than 2 seconds the ECM starts a 10 second clock If the signal is still active after the 10 seconds the ECM flags DTC P1780 The ten second clock is also started if the torque reduction signal is high or low for longer than 125 ms If the signal is still high or low after the 10 seconds DTC P1780 is flagged In both cases the ECM will transmit a 9396 pulse width modulated signal to the TCM on the engine torque signal line The 9396 signal informs the TCM of a fault with its transmission torque reduction signal Depending on other fault parameters the CHECK ENG
71. ds EAN piouajos enbio 5 g 10 punoJ6 1514 ALATA 0 WOL 15914 31313A 03 3112415 3104 uado uoniu amp r 1514 31313G 5 g 40 03 312 15 Yous PNUD uedo TIN NOISSIWSNVYL 9 WOL GING NOISSIWSNVYL uis 311215 THN NOISSIWSNV u L 5 g 40 03 31215 Yous 1121 uedo 403e2ipur Pods 04 WIL 403e ipur 11095 NO YMS ods WOL S3A SAA NO uis uonounjjeuu Aejau Ajddns Plougjos ys jewayu WOL 80 05 PUS g 40 03 31210 Yous prousjos 3145 55 WIL 03 00155150641 g 40 03 310us PUU prousjos yS 5 uorssiuusuei S3A SAA
72. ds and Servos Transmission bands and servos are used to stop and hold a rotating member of a planetary gear set Band and servo The band surrounds a drum and is anchored at one end to the transmission case Hydraulic force is applied to the other end of the band by a servo The band is made of steel and lined with a friction material BAND AND SERVO BAND DRUM CONTAINING GEAR N 2 22 t x z 2 E 1 cs SERVO FLUID FLOW T200 1 40 Band released With no hydraulic force acting on the servo the band is relaxed and the drum tums freely Band applied When hydraulic force acts on the servo the servo applies the band to tighten on the drum stop ping and holding the drum BAND RELEASED BAND APPLIED T200 1 41 T200 1 42 17 Automatic Transmission Fundamentals Oil Pump and Cooler A hydraulic pressure system such as an automatic transmission requires a pump to pressurize and flow the hydraulic fluid The most common type of pump used in automatic transmissions is the crescent type positive displacement pump A cooler is used to maintain control over transmission operating temperature CRESCENT OIL PUMP AND PRESSURE REGULATOR LINE PRESSURE PUMP ASSEMBLY TRANS AND TORQUE CONVERT DRIVE GEAR PRESSURE REGULATOR STRAINER ASSEMBLY T200 1 43 OIL COOLER RETURN TO TRANSMISSION COOLER SEPARATE COOLER SIDE TANK
73. e converter lockup clutch timing and apply pressure Kickdown A ground signal is supplied to the TCM when the driver activates the kickdown switch by fully depressing the accelerator pedal Engine throttle position A signal input from the ECM AJ 16 or twin track TPS throttle position sensor AJ 6 allows the TCM to sense throttle position Throttle position and other inputs are used to determine shift pattems and torque converter lockup clutch apply and release In general the greater the throttle opening the higher the upshift speed and the greater the transmission line pressure Engine speed The ECM supplies an engine speed input to the TCM Engine speed is one of the inputs used to determine shift pattems and torque converter lockup clutch apply and release Engine load The ECM supplies fuel injection pulse duration information to the TCM The TCM uses this signal as a measure of engine torque Fluid temperature AJ 16 Transmission fluid temperature is supplied to the TCM from a positive temperature coefficient sensor in the transmission The TCM uses this signal to modify line pressure and optimize shift quality at low fluid temperatures Traction control active AJ 16 vehicles equipped with traction control A traction control active signal is supplied to the TCM from the ABS traction control control module The signal allows the TCM to select a shift strategy to increase the effectiveness of traction control NOTES
74. e fault has been corrected or is intermittent and not present Refer to the DTC Summary on pages 37 43 to determine which faults will cause limp home NOTES ZF 4 HP 24 Automatic Transmission Transmission Control Transmission Control Module TCM TRANSMISSION CONTROL MODULE 16 The transmission is controlled by a micropro cessor based TCM transmission control mod ule that receives inputs from the transmission ECM engine control module and other vehicle systems and components The TCM supplies the input sensors with a five volt reference signal The retum input sensor infor mation is applied to the transmission operating strategy programmed into the TCM memory From the strategy the TCM controls the shift Solenoids and the pressure regulator solenoid An on board diagnostic facility OBD allows T200 3 23 the TCM to diagnose transmission and related component problems If the TCM detects a fault it signals the ECM stores a diagnos tic trouble code DTC in memory and may activate the TRANSMISSION MIL depending on the nature of the fault If the fault is classified as an OBD II fault the ECM will activate the CHECK ENGINE MIL In some cases the TCM substitutes a default value for the faulty signal For critical faults the TCM enters the limp home mode and disables the shift and converter clutch sole noids The TCM used in AJ 16 OBD II compliant vehicles utilizes a nonvolatile memory fo
75. e rollers The example shows a roller clutch that allows the inner component to rotate freely in a clock wise direction ROLLER CLUTCH ROLLERS HELD ROLLERS FREE Roller clutch Free rotation Clockwise rotation of the inner component moves the rollers to the wide space of the ramps freeing the two components OUTER COMPONENT INNER COMPONENT Roller clutch Components held Counterclockwise rotation of the inner compo nent forces the rollers to the narrow area of the ramps holding the two components together T200 1 34 FREE ROTATION OUTER COMPONENT T200 1 35 COMPONENTS HELD OUTER COMPONENT T200 1 36 15 Automatic Transmission Fundamentals Apply Devices continued SPRAG CLUTCH T200 1 37 FREE ROTATION T200 1 38 COMPONENTS HELD T200 1 39 16 Sprag clutch Sprags are positioned between an outer and inner component The sprags are retained and positioned between the inner and outer com ponents The example shows a sprag clutch that allows the inner component to rotate freely in a counterclockwise direction Sprag clutch Free rotation Counterclockwise rotation of the inner compo nent disengages the sprags freeing the two components Sprag clutch Components held Clockwise rotation of the inner component engages the sprags holding the two compo nents together Automatic Transmission Fundamentals Transmission Ban
76. ed if the torque reduction signal is high or low for longer than 125 ms If the signal is still high or low after the 10 seconds DTC P1780 is flagged In both cases the will transmit a 93 pulse width modulated signal to the on the engine torque signal line The 93 signal informs the TCM of a fault with its transmission torque reduction signal Trans CheckEngine Limp DTC Component signal MIL 95 MY ON home P1780 Torque reduction signal out of range YES Refer to the DTC Summary pages 37 43 NOTES ZF 4 HP 24 E9 Automatic Transmission Transmission Waming Light TRANSMISSION MIL The transmission waring light TRANSMISSION MIL is located in the instrument pack and wams the driver of transmission faults The TCM provides a signal to activate the TRANSMIS SION MIL when most DTCs are present In addition OBD classified transmission faults will also activate the CHECK ENGINE MIL Transmission waming light TRANSMISSION MIL diagnostic monitoring The TRANSMISSION MIL is driven OFF by an active low voltage signal from the TCM If the is disconnected the MIL will be ON A short circuit to ground orto battery voltage will flag DTC P1785 Trans CheckEngine Limp DTC Component signal MIL 95 MY ON home P1785 TRANSMISSION MIL Refer to the Summary pages 37 43 CHECK ENGINE MIL For OBD II emission related transmission faults the TCM requests the ECM to activate t
77. ely defaults to limp home If the fault is low voltage and the transmission is in fourth gear lockup the system will revert to limp home at the first down shift The limp home default is described on page 17 Trans CheckEngine Limp DTC Component signal MIL MIL OBDII home P0605 data corrupted YES YES YES P1794 voltage supply out of range YES YES YES Refer to the DTC Summary pages 43 46 4180 Automatic Transmission Transmission control module pin out information NOTE For more detailed pin out information refer to the Electrical Guide TRANSMISSION CONTROL MODULE PIN OUT INFORMATION 1995 MY XJ 12 19 20 E 37 38 ES 55 1 NOTUSED 20 NOTUSED 38 NOTUSED 2 NOTUSED 21 NOTUSED 39 SHIFT SOLENOID 3 PRESSURE SWITCH MANIFOLD 22 PRESSURE SWITCH MANIFOLD 40 TRANSMISSION MIL 4 PRESSURE SWITCH MANIFOLD 23 TRACTION 41 SPORT MODE 5 MODE SWITCH 24 KICKDOWN SWITCH INDICATOR LAMP 6 CALIBRATION SELECT 25 BRAKE SWITCH 42 TORQUE CONVERTER 26 TRANSMISSION 43 SHIFT SOLENOID B 7 TORQUE REDUCTION REQUEST TEMPERATURE SENSOR 8 NOTUSED 27 NOTUSED 44 USED 9
78. ensor provides the TCM with a fluid temperature signal used to calculate and ad just line pressure to refine gear shift quality at low fluid temperature T200 3 34 32 Transmission fluid temperature sensor diagnostic monitoring The transmission fluid temperature signal is continuously monitored by the TCM A fluid tem perature below 58 F 50 C will flag DTC P0712 A fluid temperature above 365 185 C will flag P0713 The TCM will substitute a default temperature signal but no MIL will be activated Trans CheckEngine Limp DTC Component signal MIL 95 MY ON home P0712 Fluid temperature sensor circuit low voltage P0713 Fluid temperature sensor circuit high voltage Refer to the DTC Summary pages 37 43 NOTES ZF 4 HP 24 Automatic Transmission Kickdown Switch KICKDOWN SWITCH The normally open adjustable kickdown Switch is mechanically operated by pressure from the accelerator pedal When the throttle is fully 9096 depressed the switch provides a ground signal to the TCM The TCM applies this signal and other inputs to the shifting strat egy to determine when the transmission should down shift or if upshifts should be extended Kickdown switch diagnostic monitoring The TCM continuously monitors the kickdown switch circuit when the engine speed is above 256 rpm If a kickdown signal is detected and the throttle angle as determined by the TPS is less than 5
79. ent signal MIL MIL 95 MY ON home P0748 Pressure control regulator solenoid YES YES YES voltage incorrect Refer to the DTC Summary pages 37 43 NOTES ZF 4 HP 24 Automatic Transmission Transmission Output Speed Sensor The output speed sensor is a variable reluctance magnetic pickup located at the rear of the valve block assembly A toothed rotor fixed to the output shaft generates a pulsed wave form speed signal The TCM calculates the vehicle road speed from this signal using the final drive ratio and tire rolling radius data in memory The road speed signal range is from 0 158 mph 0 255 km h TRANSMISSION OUTPUT SPEED SENSOR RELUCTOR SENSOR RESISTANCE 325 OHMS T200 5 33 A B Transmission output speed sensor diagnostic monitoring The TCM continuously monitors the speed sensor output when the transmission is in a for ward gear During down shifts the will flag P0721 if the engine speed is above a value specified forthe down shift taking place and the state of the torque converter clutch If the speed sensor signal is zero and engine speed is above 2000 rpm the TCM flags DTC P0722 Trans CheckEngine Limp DTC gt Component signal MIL 95 MY ON home P0721 Output speed sensor signal out of range high YES YES YES P0722 Output speed sensor no signal YES YES YES Refer to the DTC Summary pages 37 43 NOTES 29 ZF 4 HP 24 Automatic
80. essure gauge and tachometer Test Limits Test no longer than five seconds with a two minute cool down between tests Do not perform more than three tests within 30 minutes ZF 4 HP 24 E9 Stall Test Stall test specifications Stall speed 1900 150 rpm Stall pressure DRIVE 181 208 psi Stall pressure REVERSE 325 352 psi Stall test diagnostic information Engine speed at stall Condition indicated under 1300 rpm torque converter stator slip 1300 1900 rpm poor engine tune condition 1900 2050 rpm normal over 2050 rpm transmission slip Powertrain 4L80 E Stall Test Stall test specifications Stall speed 2200 2300 rpm Stall pressure DRIVE 154 175 psi Stall pressure REVERSE 292 366 psi Stall test diagnostic information Engine speed at stall Condition indicated under 1800 rpm torque converter stator slip 1800 2200 rpm poor engine tune condition 2200 2300 rpm normal over 2300 rpm transmission slip NOTES Diagnosis and Testing Automatic Transmission Line Pressure Test The procedure for performing a line pressure test is the same for all models Safety Block both sides of the drive wheels Range Engine Speed and Pressure Apply firm pressure to the brake pedal Select the gear as directed by the chart and observe the line pressure e Test Limits Test no longer than two minutes with a two minute idle cool down between tests ZF 4 24 E9 Line Pressure Test Gear Range Pressure DRIVE brake
81. fied transmission faults will also activate the CHECK ENGINE MIL Transmission waming light TRANSMISSION MIL diagnostic monitoring The TRANSMISSION MIL is driven OFF by an active low voltage signal from the TCM If the is disconnected the MIL will be ON A short circuit to ground orto battery voltage will flag DTC P1785 Trans CheckEngine Limp DTC Component signal MIL MIL home P1785 TRANSMISSION MIL Refer to the Summary pages 43 46 CHECK ENGINE MIL For OBD II emission related transmission faults the TCM requests the ECM to activate the CHECK ENGINE MIL The request signal is a pulse width modulated signal of 12 or less on the torque reduction signal line TCM on board diagnostics do not monitor the CHECK ENGINE MIL request signal NOTES 41 4180 Automatic Transmission Transmission Control Components continued Sport Mode Indicator The sport mode indicator light in the instrument pack alerts the driver when sport mode is selected by the transmis sion mode switch TCM on board diagnostics do not monitor the sport mode indicator signal Adaptive Leaming As the transmission clutches and bands wear the TCM corrects line pressure to maintain shift timing and apply pres sures Adaptive leaming diagnostic monitoring If the TCM determines that shift timing cannot be corrected because line pressure has reached the limit of adjust ment DTC P0780 is flagged No MIL is acti
82. g REAR PLANETARY OVERRUN CLUTCH L REAR OVERRUN PLANETARY CLUTCH REAR PLANETARY OVERRUN CLUTCH REAR OVERRUN PLANETARY CLUTCH OVERRUN CLUTCH REAR PLANETARY n 200 3 09 3 13 ZF 4 HP 24 Automatic Transmission Power Transmission continued FORWARD CLUTCH BEARING PACK CLUTCH DRUM SEALING RINGS TURBINE SHAFT O RING PISTON RING SEALS DIAPHRAGM CLUTCH PACK BEARING PACK INNER HUB CLUTCH HUB CIRCLIP T200 3 14 ZF 4 HP 24 Automatic Transmission DIRECT B CLUTCH CIRCLIP CIRCLIP RETAINER DIAPHRAGM PISTON O RING SEALS CIRCLIP RETAINER RING B CLUTCH DRUM SEALING RING STEEL AND COMPOSITION FACED CLUTCH PLATES ZF 4 HP 24 Automatic Transmission Power Transmission continued INTERMEDIATE C CLUTCH AND ONE WAY CLUTCH O W C CIRCLIP C1 CLUTCH HOUSING PISTON ASSEMBLY DIAPHRAGM RETAINING CLIPS STEEL AND COMPOSITION FACED CLUTCH PLATES INNER HUB AND O W C ASSEMBLY RETAINING CLIPS DIAPHRAGM PISTON ASSEMBLY T200 3 16 12 ZF 4 HP 24 Automatic Transmission LOW D CLUTCH C amp D CLUTCH HOUSING C amp D CLUTCH HOUSING LOCATION KEYS PISTON ASSEMBLY AND RING SEALS DIAPHRAGM CIRCLIP STEEL AND COMPOSITION FACED CLUTC
83. gine Speed Input The TCM receives a speed signal input from the EMS The signal is one of the inputs used to determine shift pattems torque converter apply and release and on board diagnosis of the transmission Engine speed input diagnostic monitoring If the engine speed signal increases at a rate greater than expected DTC P0726 will be flagged If the engine speed signal is less than 200 rpm for more than 2 seconds when not in P or N with the transmission input speed greater than 600 rpm and the throttle angle more than 1596 DTC P0727 will be set Trans CheckEngine Limp DTC gt Component signal MIL MIL home P0726 Engine speed signal out of range YES YES P0727 Engine speed signal low YES YES Refer to the DTC Summary pages 43 46 NOTES 35 4180 Automatic Transmission 36 Transmission Control Components continued Engine Torque Signal The ECM provides the TCM with a pulse width modulated engine torque signal based on injector pulse duration The signal is used to calculate the line pressure and amount of torque reduction required for optimum shift quality The engine torque signal line is also used by the ECM to communicate a torque reduction signal fault to the TCM During cranking the ECM also transmits completion of engine warm up cycle message to the TCM for OBD II code management Engine torque signal diagnostic monitoring The TCM monitors the engine torque signal freque
84. gnition After the ignition has been retarded the ignition ECM signals the TCM to acknowledge ignition retard Road speed XJ 12 1995 MY ON only The TCM generates a road speed signal that is output to the Mode indication The TCM provides a ground to activate the instrument pack mode indicator light TRANSMISSION MIL The TCM provides a ground to activate the TRANSMISSION MIL CHECK ENGINE MIL On 1995 MY and later OBD II compliant vehicles the TCM communicates with the ECM to re quest the CHECK ENGINE MIL and the DTC for emission related failures NOTES 25 4180 Automatic Transm ission Transmission Control Components PRESSURE SWITCH MANIFOLD PRESSURE SWITCHES THREE PIN CONNECTOR N T200 2 20 CONTACT ELEMENT DIAPHRAGM GROUND CONTACT T200 2 21 PRESSURE SWITCH OPERATION PRESSURIZED ELEMENT GROUND T200 2 22 26 Pressure Switch Manifold The pressure switch manifold is a multiple switch assembly to provide gear position logic input to the TCM It is made up of 5 normally open pressure switches Various fluid pres sures are fed from the manual valve to the switches depending on gear selector and manual valve positioning Fluid pressure act ing on the switches determine the digital logic at the connector pins A B and C When no fluid pressure is present the pres sure switches are open When fluid pressure is ap
85. he CHECK ENGINE MIL The request signal is a pulse width modulated signal of 12 or less on the torque reduction signal line TCM on board diagnostics do not monitor the CHECK ENGINE MIL request signal Sport Mode Indicator The sport mode indicator light in the instrument pack alerts the driver when sport mode is selected by the transmission mode switch Sport mode indicator diagnostic monitoring The sport mode indicator is activated by a ground signal provided by the TCM If the TCM detects a circuit fault it will flag P1792 The sport mode indicator will be permanently on off Trans Check Engine Limp DTC Component signal MIL MIL 95MYON home P1792 Sport mode indicator circuit failure Refer to the DTC Summary pages 37 43 NOTES 35 pods dS 42 9poo uonisod ZuL peeds 2 2 uonisod aunssaud w X 9poo uonisod uos XUL aunssaJd Add uononpai uL aInssald 4011504 641 1205195 uonisod epmoiu dL SYOA u inp AJAMAAN uoISSIUJSUeJ 101 ZAI 05 HUS peeds uorssiuusue1 1501 SHOA TAIN PIOUSJOS 3145 ATAW leuis ees uos apo WN 8551 MSO 5
86. igger a DTC The TCM will substitute a default temperature signal of 278 F 135 C If the temperature rises above 250 F 122 The TCC will be applied in second third and fourth gears DTC P1783 will flag but no MIL is illuminated Trans CheckEngine Limp Component signal MIL MIL home PO712 Fluid temperature sensor low voltage YES high temp PO713 Fluid temperature high voltage low temp YES P1783 Transmission hot mode Refer to the DTC Summary pages 43 46 37 4180 Automatic Transmission 38 Transmission Control Components continued Kickdown Switch The adjustable kickdown switch is activated by fully depressing the accelerator pedal When the pedal is depressed to approximately 9596 the normally open switch contacts close pro viding a ground signal to the TCM requesting increased performance KICKDOWN SWITCH T200 2 36 Kickdown switch diagnostic monitoring The TCM monitors the kickdown switch signal and compares it to throttle position If it detects an error kickdown signal active with the throttle position less than 6596 at more than 256 rpm or kickdown signal inactive with the throttle position less than 8296 at more than 256 rpm it will flag DTC P1796 and ignore the kickdown switch signal command The TCM will default to op erating the kickdown function using the signal from the TPS Trans CheckEngine Limp DTC C
87. ignal The vehicle can be driven but shift quality may be impaired The default will be canceled when the ignition switch is cycled Normal operation will resume if the fault has been corrected or is intermittent and not present For critical faults the TCM reverts to a limp home mode by disabling the shift and torque converter clutch solenoids In limp home mode the transmission will only operate in second gear when the gear selector is in a forward drive range Refer to the DTC Summary on pages 43 46 to determine which faults will cause limp home NOTES 17 4180 Automatic Transmission 18 Transmission Control The transmission is controlled by a microprocessor based transmission control module TCM that receives inputs from the transmission engine control module ECM and other vehicle systems and components The TCM supplies the input sensors with a five volt reference signal The return input sensor information is applied by the TCM to the transmission operating strategy programmed into its memory From the strategy the TCM controls the shift solenoids and the force motor pressure regulator An on board diagnostic facility OBD allows the TCM to diagnose transmission and related com ponent problems If the TCM detects a fault it will store the fault code DTC in memory and may activate the TRANSMISSION MIL or both the TRANSMISSION MIL and CHECK ENGINE MIL depending on the nature of the fault and the vehicle M ode
88. in a bore that interconnects fluid passages As the spool valve moves in the bore passages are opened and or closed allowing fluid to be directed Each passage connects to circuits that direct pres surized fluid to a specific component or another hydraulic valve 20 BASIC SPOOL VALVE 4 FLOW FLOW T200 1 48 Manually operated spool valve Manual operation of spool valves is normally accomplished via a control cable An example would be the gear select cable from the shift lever MANUALLY OPERATED SPOOL VALVE T200 1 49 Automatic Transmission Fundamentals Vacuum operated spool valve Vacuum operation of spool valves is accomplished via a vacuum servo They are commonly used in vacuum modulator circuits VACUUM OPERATED SPOOL VALVE _ MANIFOLD VACUUM T200 1 50 Balanced spool valve A balanced spool valve is one in which hydraulic force is balanced against spring force The spring pressure can be fixed or variable BALANCED SPOOL VALVE HYDRAULIC FORCE SPRING FORCE T200 1 51 21 22 Automatic Transmission Fundamentals Transmission Valves continued Balanced spool valve Variable spring pressure The amount of force acting on the spring side of the spool valve can be varied by mechanical or hydraulic means BALANCED SPOOL VALVE MECHAN
89. inactive and 1 OV ground when the solenoid is energized The following table shows the solenoid state combination required for each gear 1 energized Gear MV1 MV2 MV3 1 0 1 0 2 1 1 0 3 1 0 0 4 lockup 0 0 1 0 1 0 Reverse 0 0 0 Neutral 0 1 0 NOTE Manual selection of D 3 and 2 will activate the solenoids as shown above ZF 4 HP 24 Automatic Transmission SHIFT SOLENOID OUTLET PRESSURE 3 Ad lt gt ELECTRICAL PLUNGER RESISTANCE 35 40 OHMS T200 3 31 Shift solenoid diagnostic monitoring The shift solenoids are provided with a common 12V signal through a relay in the TCM The TCM operates each solenoid separately by controlling its ground The OBD facility continuously moni tors the solenoid drive signal vs the feedback signal for errors A voltage greater than 3 5V with the solenoid activated or less than 2 5V OFF will flag a DTC and cause the TCM to remove the 12V solenoid supply by opening the relay and the transmission will revert to the limp home de fault described on page 18 Trans CheckEngine Limp DTC Component signal MIL 95 MY ON home P0743 Shift solenoid TCC voltage incorrect YES YES YES P0753 Shift solenoid 1 MV1 voltage incorrect YES YES YES P0758 Shift solenoid 2 M V2 voltage incorrect YES YES YES Refer to the DTC Summary
90. ing feed passages 3 4 Shift valve hydraulically actuated The 3 4 shift valve responds to signal A line pressure PRN fluid pressure actuator fluid pres sure and return spring pressure Depending on the transmission gear range operation and solenoid A state the 3 4 shift valve directs feed fluid to apply the fourth clutch When down shifted the valve opens the fourth clutch fluid to an orificed exhaust 2 3 Shift valve hydraulically actuated The 2 3 shift valve responds to signal fluid pressure actuator feed fluid pressure D21 fluid pressure and return spring force Depending on the transmission gear range operation and solenoid B state the 2 3 shift valve directs PRND4 fluid into the fourth clutch feed circuit In addition it directs 2 3 drive fluid to either apply the front band or feed the third clutch feed circuit When downshifted the valve opens the front band apply and third clutch fluids to exhaust 1 2Shift valve hydraulically actuated The 1 2 shift valve responds to signals A and fluid pressures and return spring force Depending on the transmission gear range operation and solenoids A and B states the 1 2 shift valve directs reverse fluid through the valve and drive fluid into the 2 3 drive fluid circuit When down shifted the valve opens 2 3 drive fluid to exhaust Shift solenoid electrically actuated When energized the exhaust port is closed an
91. it codes by PDU and can be retrieved TRANSMISSION WARNING MIL via serial communications PDU provides ad CALE TRANSMISSION ditional diagnostic information including the ambient temperature and gear position indi cated at the time of failure DTCs are stored in a volatile memory and will be lost if battery power is disconnected from the TCM T200 3 21 Refer to the specific component and systems descriptions for explanations of fault parameters and DTCs Refer to the Service M anual and DTC Summary information in this publication for a listing of DTCs Limp Home Facility case of certain critical faults the OBD OBD II TCMs revert to a limp home mode by disabling the shift and torque converter clutch solenoids This allows the vehicle to be operated but no shifting will occur in forward gears The limp home mode operates as follows If a failure occurs while the transmission is in fourth gear fourth will remain engaged until the vehicle is stopped and the ignition key is cycled OFF then ON or the vehicle is stopped NEU TRAL is selected and DRIVE is reselected Then third gear will be engaged as long as the gear selector remains in drive and the fault is still present If a failure occurs while the transmission is in first second or third gear third will immediately be engaged and or held Limp home is canceled when the ignition switch is cycled Normal transmission operation will resume if th
92. l Year In some cases a default value may be substituted for a faulty signal TRANSMISSION CONTROL MODULE Transmission Control Module TCM used 4180 transmission equipped aguars utilizes a memory DTCs will be lost if battery power is discon nected However on XJ 12 1995 ON and OBD II compliant vehicles II related transmission DTCs are also stored the memory of the ECM The XJ R utilizes an with nonvolatile memory DTCs will be maintained if the battery is disconnected The XJ 12 utilizes an ECM with volatile memory all DTCs will be lost if the battery is disconnected 200 2 16 XJ 12 1995 MY and XJ transmission control module diagnostic monitoring The TCM monitors itself and will flag a DTC under the following conditions An error in the TCM programmable read only memory PROM will be detected during TCM initialization when the ignition is switched on An error will flag DTC PO605 Out of range supply voltage is monitored while the ignition is in position Supply voltage below 8V at a fluid temperature of 40 40 or below 10 5V at a fluid temperature of 302 F 151 C for 4 seconds with engine speed above 1250 rpm or TCM supply voltage above 19 5V for more than 2 seconds will flag DTC P1794 The CHECK ENGINE MIL and TRANSMIS SION MIL will activate If the fault is high voltage the transmission immediat
93. mmary pages 37 43 19 ZF 4 HP 24 Automatic Transmission 20 Transmission Control continued Transmission control module pin out information NOTE For more detailed pin out information refer to the Electrical Guide TYPICAL TRANSMISSION CONTROL MODULE PIN OUT INFORMATION POWER SUPPLY ROAD SPEED ENGINE SPEED MODE SELECTOR INPUT B SOLENOID VALVE MV1 CONTROL FLUID PRESSURE REGULATOR CONTROL 7 DIGITAL GROUND 8 NOT USED 12 NOT USED 13 FIRST GEAR INHIBIT MODE INDICATOR 14 GEAR SELECTOR POSITION CODE Y 15 SERIAL COMMUNICATIONS INPUT 16 TRANSMISSION WARNING 17 NOT USED 18 NOT USED 19 SOLENOIDS SUPPLY 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 35 36 37 NOT USED ENGINE TORQUE SIGNAL NOT USED NOT USED SOLENOID VALVE MV2 CONTROL NOT USED POWER GROUND NOT USED NOT USED MODE SELECTOR INPUT A NOT USED NOT USED ENGINE TORQUE REDUCTION GEAR SELECTOR POSITION CODE Z NOT USED NOT USED NOT USED NOT USED 38 39 41 42 43 45 47 49 50 51 52 53 54 55 ROAD SPEED NOT USED NOT USED KICKDOWN SWITCH SOLENOID VALVE MV3 CONTROL NOT USED FLUID TEMPERATURE GROUND NOT USED FLUID TEMPERATURE SENSOR THROTTLE POSITION NOT USED SPORT MODE INDICATOR GEAR SELECTOR POSITIO
94. mpares engine speed to transmission output speed If transmission output speed is more than 200 rpm above engine speed for 7 seconds when fourth gear is engaged with the torque converter clutch applied fluid temperature between approximately 68 F 286 F 20 C 141 C and the throttle open the TCM will flag DTC P1739 and activate the MIL Trans Check Engine Limp DTC Component signal MIL MIL home P1739 Transmission slipping YES YES Refer to the DTC Summary pages 43 46 NOTES 4180 Automatic Transmission Brake Switch The brake switch signals the TCM to disengage the TCC Brake switch diagnostic monitoring The TCM monitors the brake switch signal If the brake switch is determined to be ON signaling brakes applied for more than 10 periods of acceleration to more than 20 mph 32 km h or the brake switch is determined to be OFF sig naling brakes released for more than 6 periods of deceleration to less than 5 mph 8 km h DTC P0703 will be flagged Trans CheckEngine Limp DTC Component signal MIL MIL home P0703 Brake switch input error YES Refer to the DTC Summary pages 43 46 Transmission Waming Light TRANSMISSION MIL The transmission warning light TRANSMISSION MIL is located in the instrument pack and wams the driver of transmission faults The TCM provides a signal to activate the TRANSMIS SION MIL when most DTCs are present In addition OBD II classi
95. n The rear unit of the COM POUND PLANETARY and REAR PLANETARY GEAR SETS rotate as a unit at a ratio of 1 1 Fourth Gear The FORWARD A DIRECT B INTERM EDIATE C and 4th GEAR F CLUTCHES are applied All one way clutches overrun The rear unit of the COMPOUND PLANETARY GEAR SET is locked Above a predetermined road speed the lockup clutch is applied to couple the engine directly to the transmission Reverse The DIRECT B LOW D and OVERRUN E CLUTCHES are applied The front planet carrier of the COMPOUND PLANETARY GEAR SET is locked reversing the direction of the output shaft rotation The REAR PLANETARY GEAR SET rotates as a unit NOTES ZF 4 HP 24 Automatic Transmission CUTCH AND PLANETARY GEAR POWER FLOW TORQUE CONVERTER FIRST GEAR gt TORQUE CONVERTER SECOND GEAR TORQUE CONVERTER THIRD GEAR TORQUE CONVERTER FORWARD CLUTCH FOURTH GEAR TORQUE CONVERTER REVERSE COMPOUND PLANETARY COMPOUND PLANETARY ONE WAY CLUTCH OVERRUN INTERMEDIATE COMPOUND CLUTCH PLANETARY 7 RE UR Lot ONE WAY CLUTCHES OVERRUN DIRECT CLUTCH INTERMEDIATE COMPOUND CLUTCH PLANETARY ONE WAY CLUTCHES OVERRUN DIRECT CLUTCH LOW CLUTCH B COMPOUND PLANETARY B
96. n pe YAMS MOPY 55 YMS 96 1d 9ouejsisal uiu WOL 04 asny H1 esnj Jewod WIL 009 uny WIL 10 Ag 3snuu Ajddns uoniubI AG OT uey 5591 Aj ddns anje 3ueuunnsu 10 1045 103e ipur ods 5 03 WIL Jo3e ipur 1085 uus NO 403e5ipur 31046 yndyno SdL WDA g 40 punoJ6 04 11045 uedo SdL WOL 9 W23 086 uny SdL yndyno SdL WDA g 40 puno 04 1045 uedo SdL WOL 9 086 uny JNO euis 641 anje 3ueuunnsu 10 04 1045 PNP WW NOISSI WSNVL 03 WOL ups NOISSIWSNVYL ane 21 Sav
97. n on board diagnostic facility OBD monitors the transmission system for oper ating errors and faults If a fault is detected by monitoring or testing it is registered in the TCM intemal software The TCM decides whether to flag a diagnostic trouble code DTC and whether to activate the TRANSMISSION MIL Malfunction Indicator Light If the fault is not critical the TCM substitutes a default value for the faulty signal and continues normal operation The vehicle can be operated normally but shift quality may be effected If the fault is critical the TCM may substitute a default value for the faulty signal and revert to a limp home strategy The vehicle can be driven but no automatic shifting will occur systems and diagnostic trouble codes DTCs vary depending on the engine manage ment system EM S and model year of the vehicle II AJ 16 Vehicles The transmission OBD facility for AJ 16 vehicles is expanded to comply with OBD II legislation OBD II legislation requires moni toring and diagnosis of any power train system TRANSMISSION WARNING MIL AND CHECK ENGINE MIL OBD II fault that will likely cause emissions to exceed CHECK 1 5 times the standard level The TCM trans mission control module and the engine control module communicate with each other CHECK ENGINE MIL ENGINE AND II TRANSMISSION FAULTS via serial communication The TRANSMISSION MIL is activated
98. ncy and pulse width If the frequency or duty cycle pulse width is out of range for more than 5 seconds with the engine speed above 450 DTC P1781 will be flagged and the TCM will substitute a default value for the incorrect signal Depending on other fault parameters the CHECK ENGINE MIL may not activate Trans CheckEngine Limp DTC Component signal MIL MIL home P1781 Engine torque signal out of range YES YES Refer to the Summary pages 43 46 Throttle Position Sensor TPS The throttle position signal is used in conjunction with other signals to provide the TCM with engine operating information The signal is also used by the TCM as a monitoring factor for OBD and other functions TPS diagnostic monitoring The TPS signal is monitored by the TCM except during cranking If the signal is greater that 91 896 or less than 8 996 with engine speed above 580 rpm DTC P1791 is flagged and a default TPS signal of 3596 is substituted Trans CheckEngine Limp DTC Component signal MIL MIL home P1791 TPS signal out of range YES YES Refer to the DTC Summary pages 43 46 NOTES 4180 Automatic Transmission Transmission Fluid Temperature Sensor The transmission fluid temperature sensor located the pressure switch wiring hamess is an NTC negative temperature coefficient thermistor that provides a fluid temperature input to the As fluid temperature increases
99. nds if the ignition key is not in position when the gear selector is moved from PARK MANUAL OVERRIDE RELEASE T200 4 04 Gear Shift Interlock XJ S Range The gear shift interlock system prevents movement of the gear selector from PARK unless the ignition switch is in position and the brake pedal is applied In addition the ignition key cannot be removed from the ignition switch unless the gear selector is in PARK XJ S RANGE GEAR SHIFT INTERLOCK GEAR SHIFT SOLENOID gt N 9 NOT IN PARK PARK MICROSWITCH BRAKES APPLIED BRAKE SWITCH POSITION SOLENOID IGNITION GEAR SHIFT CONTROL MODULE T200 4 05 System Operation The system is controlled through the gear shift control module with inputs for brake pedal applied PARK position and ignition key in position II The brake pedal applied input is sourced from the brake switch the PARK position input is sourced from the PARK microswitch on the selector assembly and the ignition switch position Il input is sourced from the ignition power supply circuit The gear shift control module energizes the gear shift solenoid when the ignition is in position and the brakes are applied The energized solenoid releases the locking mechanism allowing the gear selector to be moved out of PARK When the gear selector is moved out of PARK the gear shift cont
100. nt of a conventional automatic transmission con trol valve are shown in the illustration The system would use either a throttle valve ZF 4HP 22 or a modulator Hydre M atic 400 arrangement not both SELECTOR GOVERNOR Ei qm VACUUM MODULATOR HYDRA MATIC 400 ioe CONTROL VALVE CONVENTIONALLY CONTROLLED TRANSMISSIONS MANUAL VALVE THROTTLE VALVE ZF 4HP 22 ACCELERATOR THROTTLE 200 1 55 24 Automatic Transmission Fundamentals Gear Selection Manual valve The gear change valve in the valve body is positioned directly by the action of the driver and is transmitted via the selector cable This arrangement is called a manual valve GEAR SELECTION MANUAL VALVE CONVENTIONALLY CONTROLLED TRANSMISSIONS dor GEAR 1 0 SELECTOR 9 35 MANUAL VALVE CONTROL VALVE ASSEMBLY T200 1 56 25 Automatic Transmission Fundamentals Control Valves Valve Bodies i Conventionally Controlled Transmissions continued Engine Load and Road Speed Engine load and road speed information is used by the transmission to vary the automatic shift points Two types of systems are used in conve
101. ntionally controlled transmissions a throttle valve and govemor system and a modulator valve and govemor system Throttle valve and govemor Engine load is interpreted as the position of the throttle plate road speed is interpreted as the govemor hydraulic pressure A cable is used to transmit the throttle position to the throttle valve The position of the throttle acts on the spring of the balanced spool valve in addition to moving the valve The change in fluid flow created by moving the valve signals the control valve valve body to shift the transmission The hydraulic line pressure acting against the spring pressure of the balanced valve is controlled by the govemor The governor is driven by the transmission output shaft and varies the hydraulic pressure acting against the throttle valve depending on shaft speed This process matches the transmission shift points to the engine load and road speed ENGINE LOAD AND ROAD SPEED THROTTLE VALVE AND GOVERNOR CONVENTIONALLY CONTROLLED TRANSMISSIONS GOVERNOR ASSEMBLY THROTTLE ACCELERATOR T200 1 57 26 Automatic Transmission Fundamentals Modulator valve and govemor In this configuration engine load is interpreted as manifold absolute pressure vacuum A vacuum line connects to a vacuum servo that in tum ac
102. oids from the operating strategy by switching the solenoid coil ground circuits The following table shows the solenoid state combination for each gear range Range Solenoid A Solenoid B 1 0 First 1 0 Second 0 0 Third 0 1 Fourth 1 1 1 energized valve closed 0 not energized valve open Torque converter clutch TCC solenoid The application rate of the torque converter lockup clutch depends on the torque converter clutch pressure as controlled by the duty cycle of the TCC solenoid The TCM varies the TCC solenoid duty cycle by controlling the ground circuit The normally open TCC solenoid valve varies the torque converter clutch signal pressure acting on the lockup clutch shift valve By controlling the duty cycle of the TCC solenoid lockup clutch apply and release occurs smoothly NOTES 4180 Automatic Transmission Engine torque reduction Ignition timing retard XJ 12 1995 MY ON and XJ The supplies atwo part ignition timing retard output to the ECM a transmission shift up down signal IGNITION SELECT and a transmission shift in progress signal IGNITION RETARD When the ignition is momentarily retarded by the ECM engine torque is reduced and a smoother softer shift occurs Ignition retard request and acknowledge XJ 12 through 1994 MY and XJ S When the senses that a reduction in engine torque is required to allow quality shift a request for ignition retard is output to the i
103. olenoid moves the locking mechanism allowing the gear selector to be moved out of PARK When the gear selector is moved out of PARK the BPM energizes the key lock solenoid to prevent ignition key removal The BPM de energizes the key lock solenoid in response to the input signal that the gear selector is in PARK thus allowing ignition key removal System Components The system components are as follows Body processor module located under the passenger s side dash panel Gear shift solenoid and key lock solenoid relays 1993 94 MY relay module M located under the front passenger seat 1995 MY ON two micro elays located under the 4 gate center console e Gear shift solenoid and locking mechanism located on the J gate assembly PARK microswitch located on the J gate assembly Key lock solenoid located on the steering column SEDAN RANGE KEY LOCK SOLENOID T200 4 03 Gear Shift Interlock SEDAN RANGE GEAR SHIFT INTERLOCK MECHANISM PARK MICROSWITCH OPPOSITE SIDE GEAR SHIFT SOLENOID T200 4 02 Manual Override If the vehicle must be moved without power the gearshift locking mechanism can be disen gaged prevent inadvertent use the release requires a two handed operation Remove the TORX screw then depress the button at the top of the J gate with an imple ment such as the ignition key and move the lever out of PARK An audible waming sounds for 10 seco
104. omponent signal MIL MIL OBDII home P1796 Kickdown signal active Refer to the DTC Summary pages 43 46 Traction Control Active Signal The ABS TC CM provides a signal to the TCM indicating if the traction control function is active or inactive The TCM adapts a shift strategy that enhances traction control operation Traction control active signal diagnostic monitoring The TCM monitors the traction control signal from the ABS TC CM The signal should be at battery voltage when traction control is inactive or ground when traction control is active If the signal is more than 1 8V with traction control active DTC P1782 will flag Trans CheckEngine Limp DTC Component signal MIL MIL home P1782 Traction control signal voltage low Refer to the DTC Summary pages 43 46 NOTES 4180 Automatic Transmission Torque Based Shifting The TCM controls shift quality by the precise combination of clutch apply and release timing and pressure required for the operating conditions In addition the TCM outputs a pulse width modulated torque reduction signal requesting the ECM to retard the ignition timing during the shift The ignition retard reduces engine torque providing for a smoother shift Torque Reduction Signal The TCM provides the ECM with a two part torque reduction signal IGNITION SELECT which indicates whether the transmission shift is up or down and IGNITION RETARD which i
105. on NOTES 4180 Automatic Transmission Engine load XJ 12 1995 MY ON and XJ R The ECM supplies fuel injection pulse duration information to the TCM The TCM uses this signal to determine engine torque XJ 12 through 1994 MY and XJ S The ECM calculates engine torque using engine throttle po sition barometric pressure A C compressor clutch operation and other signals Barometric pressure sensor XJ 12 through 1994 MY and XJ 5 The barometric pressure sensor input allows the TCM to adjust the line pressure for changes in air density that effect engine power Engine speed The ECM XJ 12 1995 MY ON and XJ R or the Ignition ECM XJ 12 through 1994 M Y and XJ 5 supplies an engine speed input to the TCM Engine speed is one of the inputs used to determine shift patterns and torque converter lockup clutch apply and release Brake operation The TCM receives a brake applied input via the brake switch XJ 12 1995 MY ON and XJ R orthe stop light relay XJ 12 through 1994 MY and XJ S When the brakes are applied the TCM releases the torque converter lockup clutch A C compressor clutch operation The TCM receives a compressor clutch operating input from the Air Conditioning Control M od ule XJ and L M EMS only When the compressor is operating the TCM adjusts the line pressure and shift timing to compensate for the added engine load CHECK ENGINE MIL If a fuel fail input is received from the Fuel Injection ECM XJ 12 through 199
106. or is about the same as the other components If the accelerator is applied to the point where the pump impeller speed is significantly greater than the turbine speed the stator clutch will hold to increase torque FLUID COUPLING FLUID FLOW T STATOR TURNS FREE TURBINE PUMP IMPELLER T200 1 09 Automatic Transmission Fundamentals Torque converter and transmission pump The torque converter drives the transmission oil pump Refer to OIL PUMP page 18 TORQUE CONVERTER AND TRANSMISSION PUMP PUMP ASSEMBLY T200 1 10 Torque converter lockup clutch The torque converter lockup clutch provides a direct mechanical coupling between the engine and the transmission at highway speed The direct coupling eliminates the slight amount of slippage present when the torque converter is acting as a fluid coupling thereby improving efficiency reducing fuel consumption and cooling the fluid The lockup clutch is incorporated with the pump impeller and is applied by the force of the fluid acting on the pump impeller The clutch is released by hydraulic force directed from the transmission valve body The clutch connects the converter housing and pump impeller assembly to the output shaft LOCKUP CLUTCH STATOR PUMP IMPELLER T200 1 11 Automatic Transmission Fundamentals Torque Converter continued Lockup Clutch Operation Clutch released Hydraulic pressure is applied
107. oreign material Large amounts or material or metal in the pan indicates intemal transmission damage Very small amounts of foreign material may be caused by normal use Change the fluid and fil ter and road test Transmission fluid level Drivethevehicleforaminimum of 10 15 miles 16 24km oruntilthe transmission is at normal operating temperature With the vehicle level set the parking brake and firmly depress the brake pedal With the engine idling in PARK move the gear selector through each gear range pausing 3 seconds in each range With the engine still running select PARK and check the fluid level with the dipstick Transmission fluid level is critical to transmission operation Level must be checked at the fluid temperatures listed below PDU can be used to verify transmission fluid temperature DO NOT STALL TEST THE TRANSMISSION TO HEAT THE TRANSMISSION FLUID ZF 4HP 24 E9 Transmission fluid normal operating temperature 1769 F 809 C Powertrain 4L80 E Transmission fluid normal operating temperature 1949 F 909 C NOTES Diagnosis and Testing Automatic Transmission Stall Test The procedure for conducting a stall test is the same for all models Safety Block both sides of the drive wheels DRIVE and REVERSE Perform the test in both DRIVE and REVERSE Full Throttle Apply firm pressure to the brake pedal and select the gear Momentarily operate the engine at full throttle while observing the pr
108. orque sig nal pressure controls transmission main line pressure at the pressure regulator valve NOTE Two different force motors have been used in production The force motor must match the TCM Transmissions with a yellow tag use a Bosch force motor silver case matched to a 4 ZDP TCM The Bosch force motor is pulsed full ON and OFF by the TCM once every 10 seconds to prevent contamination of the spool valve This action will not occur during a shifting operation Later version transmissions use a Holley force motor black case matched to a 4 ZFR The Holley force motor is not pulsed by the TCM to clean the spool valve FORCE MOTOR OFF I FILTERED ACTUATOR FEED JM TORQUE SIGNAL FLUID VALVE DAMPER SPRING RESISTANCE 3 5 4 6 OHMS AT 68 F 20 C FRAME E 9959355935569 9959355935569 ne EI ET Et dg JA SPRING COIL ASSEMBLY PLUNGER T200 2 31 NOTES 32 4180 Automatic Transmission FORCE MOTOR LINE PRESSURE CONTROL 240 2107 1801 LINE DRIVE 150 120 TORQUE SIGNAL 60 NOMINAL FLUID PRESSURE PSI 30 1 0 T T T T 0 0 01 02 03 04 05 06 07 08 09 10 14 INPUT CURRENT AMP T200 2 32 Force motor diagnostic monitoring The force motor operates in a current rage of 0 1 1 1 Amp average If the cu
109. oz jeubis auibu3 Lu 221 g 10 04 1045 prousjos 221 55 WIL 03 uoissiuusueJ g 10 04 PNU 1045 prousjos 221 55 uoIssIuJsuei SHA SHA ul BAU PNIS DOL 69 euis paads 5 0 5 uey 551 YL 2149 1994 SHA 6 88 Jo 4 enug 3 auooul ui 89 jeubis anbio g 10 3104 jeubis WIL 04 jeus 9 jeus 423 jeus enbio I9 Q31VALLDV 545 3185504 5 5NIHOLINOIN inva 49 uoissiuusuei G8 87 DL 0 suonisod 4042995 1296 ylus pue 9 9 uoissiuusuen MOT SHA SHA pue ado
110. pis ou 2105195 paeds 3ndino 10 anje 105095 paads g Jo 3104 20 uedo gt 1051985 peeds 3ndino WIL 04 g Jo 3104 10 YNI uedo 1051985 peeds uoissiuusuel 9210 2 pue SAUA 3no 1051095 p ds aunjiej 1405195 g 04 3110100 1095 40 uedo 1051095 55 WIL 04 001551150811 g 04 1095 10 uedo jeus 105095 55 uoissiuusuei 10 4007 jeuuou uny 55871 4 5592 lt 10 uiu 105195 04 1051095 aunjeieduue poys Josuas WIL 04 punoJD 31045 jeus Josuas
111. plied the switch diaphragm causes the upper switch contact to close against the lower switch contact Switches REV LO and PRND43 complete the circuit to ground Switches PRND4 and DRIVE complete their circuits to the PRND43 switch In the example shown for MANUAL THIRD the DRIVE and PRND43 switches are pressurized and closed allowing circuit C to be completed to ground The digital logic at connector pin C is 0 circuit completed to ground The digi tal logic at pins A and B remains 1 circuits open The TCM interprets this signal as MANUAL THIRD range NOTES 4180 Automatic Transmission PRESSURE SWITCH HYDRAULIC AND ELECTRICAL CIRCUITS THIRD GEAR ACTR FD FILT ACT ory D 321 PRESSURE SWITCH SWITCHES PRND4 MANIFOLD 0 PRND4 RANGE FLUIDS CIRCUIT INDICATOR Rev Lo PRND4 PRND43 DRIVE A 0 0 NEUTRAL 0 1 1 0 0 PRESSURIZED 1 GROUNDED LOW 0 OPEN 12V HIGH GROUND as read by PDU T200 2 23A amp Pressure switch manifold diagnostic monitoring The TCM monitors the gear range output signals from the pressure switch manifold and compares them to other inputs to determine if a malfunction has occurred Any of the following conditions will cause DTC P0706 to flag P or N signal during cranking
112. pulse width modulated torque reduction signal requesting the ECM to retard the ignition timing during the shift The ignition retard reduces engine torque providing for a smoother shift Torque Reduction Signal The TCM provides the ECM with a two part torque reduction signal IGNITION SELECT which indicates whether the transmission shift is up or down and IGNITION RETARD which iden tifies a shift in progress The normal torque reduction signal pulse with is 17 The torque reduction signal pulse width is increased to 2090 to indicate the start of a shift If the shift requires ignition retard the TCM increases the signal pulse width to between 2096 and 9096 and the ECM retards the ignition timing A 2096 pulse width indicates 0 retard and 90 indicates maximum retard The signal retums to 2096 at the end of the shift and then retums to the nor mal 1796 pulse width On OBD systems the torque reduction signal is also used by the to request the ECM to activate the CHECK ENGINE MIL for emission related transmission faults If the torque reduc tion signal pulse width is less than 1296 the CHECK ENGINE MIL will activate and EMS DTC P1775 will be stored in the ECM Torque reduction signal diagnostic monitoring If the torque reduction signal is active for more than 2 seconds the ECM starts a 10 second clock If the signal is still active after the 10 seconds the TCM flags DTC P1780 The ten second clock is also start
113. r duty cycle is out of range and the engine speed is above 448 rpm DTC P1781 will be flagged and the TCM will substitute a default value for the incorrect signal Trans CheckEngine Limp DTC Component signal MIL 95 MY ON home P1781 Torque signal out of range YES YES frequency or pulse width Refer to the DTC Summary pages 37 43 NOTES ZF 4 HP 24 Automatic Transmission Throttle Position Sensor TPS The TCM receives a throttle position signal from the engine management system Generally larger throttle openings result in higher line pressure and delayed upshifts The AJ 16 engine management system ECM processes the signal from the single track TPS throttle position sensor and provides a pulse width modulated PWM signal to the TCM to indicate throttle position The throttle position signal line on AJ 16 engine vehicles also trans mits coolant temperature information to the TCM during engine cranking This coolant temperature information is used to determine the completion of warm up cycles for OBD II code management AJ 6 engine management systems provide a throttle position signal from the twin track TPS directly to the TCM Throttle position sensor diagnostic monitoring AJ 16 When the engine is running the receives a PWM 590 9490 duty cycle signal from the ECM depending on the throttle opening angle If the PWM signal is out of range less than 596 or greater than 9490 or the signal
114. r the storage of DTCs DTCs will be retained in TCM memory with battery power disconnected In addition the TCM is PECUS programmable electronic control system programmed at the factory for specific markets The TCM used in AJ 6 OBD I complaint vehicles has a volatile memory DTCs will be lost if battery power is disconnected AJ 16 transmission control module diagnostic monitoring The TCM monitors itself and will DTC under the following conditions Ifthe TCM supply voltage is below 10 5V and engine speed is above 1600 rpm DTC P1794 will flag Whenthe vehicle is started or the TCM is reset the TCM intemal relay circuit controlling the voltage supply for the transmission control valve solenoids is tested A fault will trigger DTC P0702 The TCM logs intemal memory errors After 100 read errors the TCM will flag DTC P0603 e The tests the integrity of its data After two consecutive checksum errors DTC P0605 will flag A diagnostic facility within the TCM monitors the state of the TCM internal timing If no timing pulse is detected within 10 ms DTC P1608 will be flagged Trans CheckEngine Limp DTC Component signal MIL 95 ON home P0603 TCM intemal memory error YES P0605 data corrupted YES YES YES P0702 intemal solenoid control relay malfunction YES YES YES P1608 TCM intemal timing error YES YES YES P1794 TCM voltage supply low YES YES YES Refer to the DTC Su
115. rokes against spring force and accumu lator fluid pressure on the opposite side of the piston When this action occurs the accumulator acts like a shock absorber by controlling the rate of accumulator fluid exhaust The 4L80 E transmission uses accumulators in the second third and fourth clutch apply circuits During the apply of a clutch apply fluid overcomes the clutch piston return spring force and begins to compress the clutch plates When the clutch starts to hold fluid pressure in the cir cuit builds up rapidly The accumulator assembly absorbs some of the clutch apply fluid pressure and allows a more gradual apply of the clutch producing a smoother shift ACCUMULATOR The force of the accumulator spring and the accumulator fluid controls the rate at which the clutch is applied At minimum or light throttle engine torque is at a minimum and the clutches require less apply force At full throttle the engine develops a large amount of torque that requires a greater apply pressure to hold the clutches To accommodate these varying con ditions the accumulator valve page 10 regulates accumulator fluid pressure propor tional to throttle position in order to control shift feel At wider throttle openings accumulator fluid pressure increases providing less cushion TORQUE for the clutch apply during an upshift Note that COMPENSATOR torque signal fluid acting on the accumulator valve is regulated by the force motor
116. rol module energizes the key lock solenoid to prevent ignition key removal The gear shift control module de energizes the key lock solenoid when the gear selector is in PARK thus allowing ignition key removal System Components The system components are as follows Gear shift control module mounted on the gear selector assembly Gear shift solenoid located on the gear selector assembly PARK microswitch located on the gear selector assembly Key lock solenoid located on the steering column XJ S RANGE KEY LOCK SOLENOID T200 4 07 Manual Override 1993 MY If the vehicle must be moved without power the gearshift locking mechanism can be disen gaged The release requires removal of the center console top finisher the slotted side mount fasteners have been deleted Reach under the gear selector assembly from the left front and manually release the lock by moving the cam forward while moving the selector lever out of PARK Manual Override 1994 MY ON A manual override access located under the gear selector bezel has been added To over ride the interlock remove the gearshift lever bezel Then gently press down on the inter lock release with screwdriver through the access hole Move the shift lever to neutral Gear Shift Interlock XJ S RANGE GEAR SHIFT INTERLOCK MECHANISM lt GEAR 5 SOLENOID FORWARD PARK p T MICROSWITCH gt gt Dn 7 0 1
117. rrent constantly exceeds 1 5 Amps at 185 85 C the compares the commanded force motor current to the actual current A difference 0 16 Amp for more than 2 seconds will flag DTC P0748 Trans CheckEngine Limp DTC Component signal MIL MIL home P0748 Force motor pressure control regulator solenoid current high YES Refer to the DTC Summary pages 43 46 NOTES 33 4180 Automatic Transmission Transmission Control Components continued SPEED Transmission Output Speed Sensor SENSOR O RING The output speed sensor is a variable reluc tance magnetic pickup The sensor is mounted in the transmission case opposite the output sensor ring that is pressed on the ELECTRICAL output carrier assembly Whenever the ve CONNECTOR hicle is moving the sensor produces an AC voltage input to the proportional to the transmission output shaft speed The also applies this signal to the final drive ratio lt and tire rolling radius to calculate a road lt MAGNETIC PICKUP speed signal ROTOR RESISTANCE 1260 1540 OHMS AT 60 F 20 T200 3 12 SPEED SENSOR CONDITIONED SIGNAL LOW SPEED HIGH SPEED o o OUTPUT VOLTS TIME Transmission output speed sensor diagnostic monitoring The TCM continuously monitors the speed sensor output when the transmission is not in T200 3 13 If the output speed signal is less than 2
118. s applied engine idle 90 110 psi DRIVE brakes applied engine 1000 rpm 105 130 psi REVERSE brakes applied engine idle 160 181 psi ZF 4HP 24 E9 Line Pressure Test Gear Range Pressure DRIVE brakes applied engine idle 35 psi REVERSE brakes applied engine idle 67 psi NOTES
119. s commanded full ON with fluid temperature between 68 F and 286 F 20 C and 141 C and the engine throttle angle is between 15 and 70 DTC P0741 will flag The TCM assumes the TCC solenoid valve is stuck OFF If the TCC is OFF and the calculated slip is less than 15 rpm for more than 5 seconds with a throttle angle greater than 1596 the TCM assumes a stuck ON TCC solenoid valve and flags DTC P0742 The TCM also monitors the TCC signal voltage A signal of OV or 12V for more than 2 seconds indicates an open or short circuit The will flag DTC P0743 In all cases the MIL will be activated Trans CheckEngine Limp DTC Component signal MIL MIL home P0741 TCC slipping stuck OFF YES YES P0742 TCC stuck ON YES YES P0743 state does not match commanded state YES YES Refer to the DTC Summary pages 43 46 31 4180 Automatic Transmission Transmission Control Components continued FORCE MOTOR POSITIVE DUTY CYCLE 60 ON 40 VOLTS TIME 1 CYCLE 1 292 5 SECOND T200 2 30 Force Motor The force motor is an electronic pressure regu lator controlled by the TCM to produce a hydraulic torque signal pressure that is pri marily an indication of throttle opening The duty cycle percent of time energized of the force motor is regulated by TCM control of the of supply current No current flow applies maximum torque signal pressure T
120. ssiuusueJ O L0d peeds WIF g JO 03 PN JO uedo p ds WIL 01 5 euibu3 I uey dn BAU peeds auibu3 12104 jeubis peeds WIF g JO YN 5 jeus p ds WIL 01 WI 1 000 uny Jno 5 p ds auibu3 9 04 10595 g 04 PNU 1045 3in3u WIL 04 1405195 paads yndjno 1 Jo 3no 3ndino uoissiuusuei OU nje UOISSILUSUL Josuas p ds 03 3104 JO uado 5 5 uey 101 3e JOU NWD WIL 04 1405195 peeds 1 000 5 5 uorssiuusuei 02 04 Josuas g 04 3In2u 34045 NDI WIL 04 105095 p ds 1 pz jeubis paads 3ndui uoissiuusuei 91 04 1405195 03 JO uedo INHD WIL 1405195 peeds 1 pz
121. t Interlock Contents N 1 XJ 6 XJ 12 Sedan Range System Operation System Components Manual Override XJ S Range System Operation System Components A A UJ UJ N W M anual Override Gear Shift Interlock XJ 6 and XJ 12 Sedan Range The gear shift interlock system prevents movement of the gear selector from PARK unless the ignition switch is in position and the brake pedal is applied In addition the ignition key cannot be removed from the ignition switch unless the gear selector is in PARK Once the key is re moved the selector is locked in PARK SEDAN RANGE GEAR SHIFT INTERLOCK RELAY SOLENOID d EH GEAR SHIFT PARK MICROSWITCH BRAKES APPLIED BRAKE SWITCH POSITION II RELAY KEY LOCK SOLENOID IGNITION SWITCH BODY PROCESSOR MODULE T200 4 01 System Operation The system is controlled through the BPM body processor module with inputs for brake pedal ap plied PARK position and ignition key in position The brake pedal applied input is sourced from the brake switch the PARK position input is sourced from the PARK microswitch on the J gate assembly and the ignition switch position input is sourced from the ignition power supply circuit The BPM energizes the gear shift solenoid in response to the input signals that the brakes are applied and the ignition is in position The energized s
122. t diri GIONGTIOS H3LDH3ANOO 1 SGION3IOS 14JIHS 9 CIOuLNOO 554 HOLOIW 32480d 43395 1 WL OL SLAALNO TWANVIN 45 1 IWWHON HOLIMS HOLIMS 51 5 14715 FINGOW 90193135 xow U 7 gt 5 T200 2 19 21 4180 Automatic Transmission 22 Transmission Control continued Transmission Control Module Inputs Mode switch The mode switch inputs the driver s choice of operating strategy NORMAL or SPORT Pressure switch manifold The pressure switch manifold logic signal is used by the TCM to determine what gear range the driver has selected Input and output shaft speed sensors The TCM uses the transmission input and output speed to determine the line pressure shift pattems and torque converter lockup clutch apply pressure and timing The speed inputs are also used to calculate converter turbine speed gear ratios and lockup clutch slippage for diagnostic purposes Force motor feedback The TCM senses the force motor duty cycle percent time energized to determine the prevail ing transmission line pressure Transmission fluid temperature The TCM monitors the transmission fluid temperature to help determine torque converter lockup clutch operation and line pressure The TCM inhibi
123. temperature sensor resistance decreases At a fluid tem perature of 250 F 122 C the transmission adopts a hot mode The TCC applies in second third and fourth gear ranges and fluid is routed directly to the cooler which reduces the amount of heat generated by the torque converter FLUID TEMPERATURE VERSUS SENSOR RESISTANCE MINIMUM NORMAL 9c F RESISTANCE RESISTANCE 402 402 80 96 100 54 302 202 42 70 52 43 20 042 23 46 28 90 102 142 13 37 16 07 0 32 7 87 93 80 10 50 4 77 9 38 20 68 2 98 3 50 302 86 1 92 2 23 40 104 1 26 1 46 50 122 848 80 2 977 10 Q 60 584 10 o 668 10 Q 70 410 30 2 467 20 Q 80 1762 293 90 332 70 Q 90 194 213 90 241 00 o 1009 2129 158 10 Q 177 40 Q 1109 2302 118 80 Q 132 60 1202 2482 90 40 Q 100 00 9 1302 2662 69 48 Q 77 29 Q 1402 2842 53 96 Q 60 13 Q 1502 3022 42 43 Q 47 31 2 160 320 32 510 36 13 170 3382 23 13 Q 27 92 Q 1809 356 19 42 0 21 58 1902 3742 15 01 16 68 200 3929 11 60 0 12 89 Q NOTE MEASURED RESISTANCE SHOULD EXCEED NORMAL T200 2 35 Transmission fluid temperature sensor diagnostic monitoring The TCM monitors the fluid temperature sensor output signal each time the ignition is switched ON A temperature signal above 307 153 C for more than 25 seconds or below 54 F 48 C for more than 10 seconds will tr
124. tivate the TRANSMISSION MIL Malfunction Indicator Light If the fault is not critical the TCM substitutes a default value for the faulty signal and continues normal operation The vehicle can be operated normally but shift quality may be effected If the fault is critical the TCM may substitute a default value for the faulty signal and revert to a limp home strategy The vehicle can be driven but no automatic shifting will occur The systems and diagnostic trouble codes DTCs vary depending on the engine manage ment system EM S and model year of the vehicle OBDII XJ 12 1995 MY ON and XJ R The transmission OBD facility for XJ 12 1995 MY ON and XJ R vehicles is expanded to com ply with OBD II legislation OBD II legislation requires monitoring and diagnosis of any TRANSMISSION WARNING MIL AND CHECK ENGINE MIL OBD II power train system fault that will likely cause emissions to exceed 1 5 times the standard level transmission control module and the ECM engine control module commu CHECK ENGINE MIL nicate with each other via serial communica ENGINE AND OBD II TRANSMISISON FAULTS tions The TRANSMISSION MIL is activated by the TCM according to the transmission on board diagnostic strategy The CHECK ENGINE MIL is activated by the ECM engine control module if the transmission fault is classified as an OBD II fault Therefore either the TRANSMISSION MIL or the both TRANS
125. to the front face of the clutch preventing contact between the clutch and the converter housing LOCKUP CLUTCH RELEASED Clutch engaged Hydraulic pressure is removed from the front face of the clutch allowing the force of the fluid acting on the pump impeller to force the clutch in contact with the converter housing T200 1 12 LOCKUP CLUTCH ENGAGED T200 1 13 Gears and Torque Torque is a twisting or tuming effort and is measured in pound feet Ib ft The torque produced by the engine is delivered to the transmission at a high rotating speed In order to utilize this torque to drive the rear wheels the drive train including the trans mission reduces the rotational speed while increasing the turing effort at the rear wheels This reduction is accomplished in part by the use of gears of different sizes e Gears multiply torque in the same manner as levers multiply force Torque transmission When two meshing gears have the same number of teeth they will both tum at the same speed The gear ratio is 1 1 The input and output torque will be the same therefore the torque ratio is also 1 1 Torque multiplication If one gear has more teeth than the other the smaller gear will turn more rapidly than the larger one In the example the drive gear has 12 teeth and the driven gear has 24 teeth The gear ratio is 2 1 The drive gear will tum at two times the speed of the driven gear Torque is m
126. ts lockup clutch operation until the fluid tem perature reaches approximately 68 20 C If the fluid temperature becomes too high approximately 250 122 the will apply the lockup clutch whenever the transmission is in second third or forth gears Applying the lockup clutch serves to reduce the fluid temperature because the torque converter fluid coupling is bypassed Above approximately 310 F 154 C the TCM will flag a temperature diagnostic trouble code DTC Once the DTC is flagged the TCM assumes a fixed temperature input of 266 130 C and applies the lockup clutch in second third and forth gears Kickdown A ground signal is supplied to the TCM when the driver activates the kickdown switch by fully depressing the accelerator pedal Engine throttle position XJ 12 1995 MY ON and XJ The variable voltage throttle position signal is input directly from the ECM to the XJ 12 through 1994 MY and XJ 5 A variable voltage signal from the twin track TPS throttle po sition sensor directly to the TCM allows the TCM to sense throttle position The TCM uses throttle position and other inputs to determine shift pattems and torque converter lockup clutch apply and release In general the greater the throttle opening the higher the up shift speed and the greater the transmission line pressure The TCM releases the lockup clutch at minimum throttle opening and during open throttle heavy accelerati
127. tuates the modulator valve depending on manifold vacuum A spring within the servo acts against the valve to produce a balanced spool valve high vacuum less spring pressure low vacuum greater spring pressure The gover nor pressure acts against the modulator valve to adjust hydraulic line pressure and achieve shift points matched to the engine load and road speed ENGINE LOAD AND ROAD SPEED MODULATOR VALVE AND GOVERNOR CONVENTIONALLY CONTROLLED TRANSMISSIONS VACUUM MODULATOR GOVERNOR ASSEMBLY P THROTTLE ACCELERATOR T200 1 58 27 Automatic Transmission Fundamentals Control Valves Valve Bodies i Conventionally Controlled Transmissions continued Acceleration When immediate acceleration is required the transmission must downshift to achieve increased torque output This type of downshift is called kickdown Two methods of sensing the need for kickdown are used mechanical cable and electrical switch Kickdown cable Transmissions using a throttle valve positioned by a cable will kickdown when the throttle opens rapidly Kickdown occurs because the spring pressure in the balanced valve suddenly changes ACCELERATION KICKDOWN CABLE CONVENTIONALLY CONTROLLED TRANSMISSIONS _ E
128. ud 104004 22104 8 04 piougjos 221 10 1045 prousjos 221 55 WIL 04 UOISSIUJSUeJ 10 03 1045 PNP 221 55 UOISSILUSUeL 03 3 3104 Jo uado 551 04 Ja Mod uoniub 551 2121 2 Jou seop 3ndino DOL 57104 5 221 10 04 1045 prousjos 551 55 WIL 04 UOISSIUJSUeJ 10 1045 221 55 UOISSILUSUeL 440 DDL 10 puz ui uey pms DOL 04 5351 2 31815504 TIN SNVuL 9NIYOUNON 1 45 eyeAnpe 3NIDN3 19 euo uo YAMS WIL 04 YMS YMS
129. ultiplied or reduced in the opposite of the gear ratio In this example the torque ratio is 1 2 The driven gear will turn at 1 2 the drive gear speed however the driven gear will have twice the torque of the drive gear Torque is multiplied by two Automatic Transmission Fundamentals LEVERAGE 200 1 14 TORQUE TRANSMISSION T200 1 15 TORQUE MULTIPLICATION DRIVEN T200 1 16 Automatic Transmission Fundamentals Planetary Gear Sets Planetary gears are used in automatictransmissions as a means of multiplying the torque produced by the engine Planetary gears are so named because their physical arrangement resembles planetary orbits Planetary gears have several advantages that make them well suited for use in automatic transmissions The gears are always in mesh and cannot clash Several gear teeth are in contact at one time distributing the force over a larger area The arrangement of the gear sets on the same centerline allows for a compact unit The gear set consists of a center or sun gear an intemal gear or annulus gear and a planetary carrier assembly that includes and supports the smaller planet gears also called pinions SINGLE PLANETARY GEAR SET PLANET CARRIER INTERNAL GEAR ANNULUS GEAR SUN GEAR T200 1 17 A B Compound Planetary Gear Sets In many applications a compound planetary gear set is used A compound planet
130. un gear and tuming the inter nal gear the planet carrier assembly will tum slower in the same direction as the internal gear The intemal gear is the input member the planet carrier is the output member REDUCTION FORWARD ROTATION SPEED REDUCTION TORQUE INCREASE SUN GEAR HELD Overdrive increase speed By tuming the planet carrier and holding the in ternal gear the sun gear turns faster in the same direction as the planet carrier The planet carrier is the input member the sun gear is the output member CARRIER OUTPUT INTERNAL GEAR INPUT T200 1 22 OVERDRIVE FORWARD ROTATION SPEED INCREASE TORQUE REDUCTION SUN GEAR OUTPUT CARRIER INPUT INTERNAL GEAR HELD T200 1 23 10 Reverse Direction By holding the planet carrier the other gears will rotate in the opposite direction to one another Either the sun gear or the internal gear can act as the input member Direct Drive By tuming any two gear members at the same time the third gear will turn at the same speed in the same direction and the gear set will act as a direct drive Automatic Transmission Fundamentals REVERSE REVERSE OUTPUT ROTATION SPEED REDUCTION TORQUE INCREASE SUN GEAR INPUT CARRIER HELD INTERNAL GEAR OUTPUT T200 1 24 DIRECT DRIVE FORWARD ROTATION DIRECT DRIVE SUN GEAR LOCKED TOGETHER INPUT CARRIER OUTPUT INTERNAL GEAR OUTPUT T200 1 25 11 Automatic Tr
131. vated however shift quality will be harsh Trans CheckEngine Limp DTC Component signal MIL MIL OBDII home P0780 Shift malfunction max adapt Refer to the DTC Summary pages 43 46 NOTES 42 94 45 V pIOUSJOS PUS VSS peeds SA eui6u3 UOnisod 641 1205195 uonisod aU dL paned uoissiuusuei LOL 5 aunssaid peeds uoissiuusuei 1501 3uauno J030UJ 22104 5 3ndur uorssiuusuei VSSIL U23IMS UMOP 2DI MSO 94215 5 W VSOL paiddns samod uoniub di S enbJo SOL 45192 LOH 5591 JUALIND 9210 jeny VW4 yaqn enbJo 221 Yams 1004 UOR2e VL Jo JequunN 5214 21215 PUS ass peo N12 pauinba sdy Y TIN SNL Y NOISSIWSNVYL 9u1 ul S Td 21015 uorssiuusuen AJO 20 SAL 3NIDN3 393HO 9UL TW
132. witching the gear range state illumination and providing input to the body processor module for starter inhibit XJ 12 AND XJ R LINEAR SWITCHES LINEAR SWITCH ASSEMBLY T200 2 04 4180 Automatic Transmission XJ S 12 Gear Selector The gear selector assembly incorporates micro switches and the two way rocker switch used for selecting NORMAL or SPORT mode XJ S 12 GEAR SELECTOR INSTRUMENT PACK INDICATOR MODE SWITCH T200 2 05 Gear selector switches The gear selector assembly incorporates four micro switches that provide signals for the gear shift interlock system park micro switch reverse lights speed control inhibit and starter inhibit XJ S 12 GEAR SELECTOR SWITCHES PARK MICROSWITCH SPEED CONTROL INHIBIT SWITCH REVERSE LIGHTS START INHIBIT SWITCH SWITCH T200 2 06 4180 Automatic Transmission Hydraulic Control Pump Assembly The pump assembly is a conventional crescent type pump that is driven by the torque con verter hub The pump rotates at engine speed and pump delivery rate is controlled by a pressure regulating valve Five valves are located in the pump assembly The pump is fastened to the front of the transmission case behind the torque converter PUMP ASSEMBLY PUMP BODY PUMP COVER QR O DRIVEN GEAR OUTLET OUTLET LINE LINE INTAKE INTAKE SUCTION SUCTION CONVERTER HUB NOTCH STATOR
133. y operation by causing the transmission to upshift at lower engine speeds and throttle openings Start off occurs in second gear unless the accelerator is depressed to the kickdown position High speed performance is available as required SPORT Sport mode allows the engine power to be used to its full potential at all times Start off occurs in first gear and upshifts and kickdown are tailored to performance requirements Torque Converter Lockup Clutch Power loss through the torque converter at cruise speeds is minimized with a lockup feature When locked up the torque converter forms a fixed mechanical connection between the engine and the transmission gearbox Torque converter lockup is possible in second third and fourth gears Specifications First Second Third Fourth Reverse Gear ratios 2 48 1 148 1 1 1 0 75 1 2 07 1 Max engine speed 6000rpm 6000 _ 6000 rpm Transmission fluid Dexron II Approximate capacity from dry 13 5 quarts US 12 8 liters Drain and refill 7 7 quarts US 7 3 liters Min Max difference 0 3 quart US 0 3 liter PLEASE NOTE TO AID IN THE UNDERSTANDING OF THE AUTOMATIC TRANSMISSION CONTROL SYSTEM REFER TO THE APPLICABLE J AGUAR ELECTRICAL GUIDE FOR ELEC TRICAL CIRCUIT DETAILS COMPONENT INFORMATION AND PIN OUT DATA 4180 Automatic Transmission Range Reference Chart 4L80 E RANGE REFERENCE T200 2 02A OVERDRIVE INTERMEDIATE LO REAR SOLENOID SOLENOID FOURTH OVERRUN FO

4L80-E Automatic Transmission - JagRepair.com

Contents

Download Pdf Manuals

Related Search

Related Contents