COMPLAINT:
1. AWD LOCK - indicator will remain on, but differential will not lock.
2. ANTI-LOOK - indicator will remain on, and ABS operation would be disabled.

CAUSE:
The cause may be an inoperative and/or intermittent Center Differential Locking Switch (See Figure 1) due to moisture entry during the manufacturing process.

CORRECTION:
Replace the Center Differential Tacking Switch with a new one, now available under OEM part number 8665329.More tools such as sbb v33 key programmer and CarProg Full V4.1 maybe can help you.

Figure 1:http://flic.kr/p/eaCcvr

COMPLAINT:
After flywheel replacement, Ford Taurus/Sable vehicles equipped with the 3.0L, 12 Valve Vulcan engine, may return with an engine rear main oil seal leak. The vehicle did not have this leak after the road test leak check.

CAUSE:
The cause may be over tightening of the flywheel to crankshaft bolts, as the 3.0 Liter, 12 valve Vulcan engine can very easily have the crankshaft pulled out of round by over tightening.

CORRECTION:
When replacing the flywheel, be sure to install flywheel with the stiffener plate towards the transmission and torque the flywheel to crankshaft bolts to 54-64 Ft. Lbs. in a cris-cross pattern.Refer to Figure 1.

Figure 1:http://flic.kr/p/e9Yk1d

COMPLAINT:
Vehicles equipped with the 50-40LE or the 50-42LE transaxle may exhibit a No Reverse No 1st and No 4th condition before and/or after overhaul.

CAUSE:
The cause may be,
1.While cleaning and servicing the valve body, the solenoid screens were installed upside down blocking solenoid feed to the shift solenoids and shift valves as shown in Figure 2.
2.The Shift solenoids are not functioning mechanically.

CORRECTION:
Follow the corrections listed below:
1.Assemble the solenoid screens as shown in Figure 3.
2.Check the Shift Solenoids mechanically as shown in Figure 4 and replace as necessary.

SERVICE INFORMATION:
SOLENOID 1 & 2 (Volvo Part Number)................................6843783

 

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Figure 1:http://flic.kr/p/e5Sv8a
Figure 2:http://flic.kr/p/e5Y9pY
Figure 3:http://flic.kr/p/e5Y9ph
Figure 4:http://flic.kr/p/e5Y9qE

During tear-down, it is very difficult if not impossible to remove the front carrier to output shaft snap ring. Even if only an inspection service is being performed, the tail housing and parking gear to output shaft snap ring must be removed first. See figure 1. This will allow the output shaft to be pushed far enough forward to remove the front carrier to output shaft snap ring without damaging it. See figure 2,

Figure 1:http://flic.kr/p/e4PYsg
Figure 2:http://flic.kr/p/e4VAVd

 

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During tear-down, it is very difficult if not impossible to remove the front carrier to output shaft snap ring. Even if only an inspection service is being performed, the tail housing and parking gear to output shaft snap ring must be removed first. See figure 1. This will allow the output shaft to be pushed far enough forward to remove the front carrier to output shaft snap ring without damaging it. See figure 2,

Figure 1:http://flic.kr/p/e4PYsg
Figure 2:http://flic.kr/p/e4VAVd

 

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1.EARLY 1991 ONLY: USES 5 CHECKBALLS IN THE LOCATIONS SHOWN IN FIGURE 1.

2.LATE 1991 ONLY: THE B12 CHECKBALL THAT SEPARATED TV/L234 WAS ELIMINATED, AS SHOWN IN FIGURE 2. THIS REQUIRED A SPACER PLATE CHANGE.You can get more car tools CAT ET Adapter 3 and  CAS1 7series ID7944 -315LP MHZ for help.

 

3.1992 MODEL ONLY: THE B13 CHECKBALL WAS ELIMINATED, ALLOWING FORWARD CLUTCH OIL TO EXHAUST UNORIFICED IN OVERDRIVE.
THE B2 CHECKBALL WAS ADDED FORCING FORWARD CLUTCH OIL THRU
THE "K" ORIFICE. REFER TO FIGURE 3.

Figure 1:http://flic.kr/p/e48JBN
Figure 2:http://flic.kr/p/e436QM
Figure 3:http://flic.kr/p/e436S6

VALVE BODY NUMBER ONE:
Valve Body Number One and the auxiliary valve body that goes with it, are illustrated in Figure 1, and were used in 1982-1983 models.Most models used only the two terminal 3rd clutch switch and it was not used in all models.Refer to Figure 8 for 3rd clutch switch usage by model.Some of these models also used a governor switch screwed into the auxiliary valve body to control the converter clutch application, which requires a governor pressure passage drilled in the main valve body and the auxiliary valve body.This model auxiliary valve body also used an orificed cup plug in the channel behind the lock-up solenoid, to orifice line pressure down to a value that the solenoid could exhaust.This auxiliary valve body also has shift TV oil routed to the converter clutch regulator valve, which requires a shift TV pressure passage drilled in the main valve body.This valve body and auxiliary valve body combination is recommended for use only on 1982-1983 model vehicles.Refer to Figure One.

VALVE BODY NUMBER TWO:
Valve Body Number Two and the auxiliary valve body that goes with it, are illustrated in Figure 2, and were used in 1984-1986 and partial 1987 models.Most models used only the two terminal 3rd clutch switch and it was not used in all models.Refer to Figure 8 for 3rd clutch switch usage by model.Some of these models also used a governor switch screwed into the auxiliary valve body to control the converter clutch application,which requires a governor pressure passage drilled into the main valve body and the auxiliary valve body.The only difference between this valve body and auxiliary valve body combination, and the 1982-1983 version, is the orificed cup plug was removed from behind the lock-up solenoid.This combination requires a different auxiliary valve body cover gasket with a slot to orifice the oil to the solenoid.This valve body and auxiliary valve body combination can be used on 1982-1986 models and any 1987 model that still has the converter clutch regulator valve line-up and shift TV oil fed to the auxiliary valve body.Refer to Figure Two.

VALVE BODY NUMBER THREE:
Valve Body Number Three and the auxiliary valve body that goes with it, are illustrated in Figure 3, and were used in 1988-1989 models and partial 1987 models.Notice that the auxiliary valve body worm track configuration changes drastically, as the previous converter clutch regulator valve was removed and in its place goes a 3-2 Orifice Control Valve line-up.Notice also that the governor passage is now gone in both the main valve body and auxiliary valve body, and in its place is 2nd clutch oil to accommodate the addition of a 2nd clutch switch on some models.These models can use any one of three different 3rd clutch switches.Refer to Figure 8 for 3rd clutch switch and 2nd clutch switch usage by model, and Figures 10 and 11 for switch identification.This combination also requires a different auxiliary valve body cover gasket than number 1 or number 2.Notice also that this was the first year for the screen in the auxiliary valve body for the lock-up solenoid.1988 was also the first year for a different case connector.Some models used a round case connector instead of the square one.Refer to Figure 8 for case connector usage by model and Figure 12 for case connector identification.This valve body and auxiliary valve body combination can be used on 1988-1989 models and any 1987 model that uses the 3-2 orifice control valve line-up and 2nd clutch pressure fed to the auxiliary valve body.Refer to Figure Three.You can get more car tools VAG DASH K+CAN and  VAG Drive Box for help.

 

VALVE BODY NUMBER FOUR:
Valve Body Number Four and the auxiliary valve body that goes with it, are illustrated in Figure 4, and used in 1988-1989 models and partial 1987 models.The only difference between this combination and valve body number 3 is the orifice cup plug installed in the 2nd clutch oil passage in the main valve body, as shown in Figure 4.This valve body and auxiliary valve body combination should interchange with valve body number 3 without any functional problems.Refer to Figure Four.

VALVE BODY NUMBER FIVE:
Valve Body Number Five and the auxiliary valve body that goes with it, are illustrated in Figure 5, and used in 1990-1993 models.These models use a "Push-In" 3rd clutch switch instead of the screw-in and is a single terminal normally closed switch, which requires a different auxiliary valve body to accommodate the new 3rd clutch switch.Also notice that the auxiliary valve body has an extra passage drilled that the other 1990-Up auxiliary valve bodies that use the screw-in 3rd clutch switch do not have, directly above the round 3rd clutch feed passage.Even with these differences, the 1990-Up valve bodies and auxiliary valve bodies will interchange as long as the correct 3rd clutch switch and 2nd clutch switch are used for the model you are working on.Refer to Figures 8 and 9 for 2nd and 3rd clutch switch usage by model and Figures 10 and 11 for switch identification.Refer to Figures 8 and 9 for case connector usage and Figure 12 for case connector identification.This valve body and auxiliary valve body combination can be used on 1990-Up models as long as proper switch configurations are met.Refer to Figure Five.

VALVE BODY NUMBER SIX:
Valve Body Number Six and the auxiliary valve body that goes with it, are illustrated in Figure 6, and used in 1990-Up models.These models use a "Screw-In" 3rd clutch switch and 2nd clutch switch that are model sensitive.Refer to Figures 8 and 9 for 2nd and 3rd clutch switch usage by model and Figures 10 and 11 for switch identification.This valve body and auxiliary valve body combination can be used on 1990-Up models as long as proper switch configurations are met.  Refer to Figure Six.

VALVE BODY NUMBER SEVEN:
Valve Body Number Seven and the auxiliary valve body that goes with it, are illustrated in Figure 7, and used in 1990-Up models.These models use a "Screw-In" 3rd clutch switch and 2nd clutch switch that are model sensitive.Also notice that the passage next to the 2nd clutch passage in the main valve body that normally carries 3rd clutch oil has not been drilled into the direct clutch passage, however we still have 3rd clutch oil fed to the auxiliary valve body through the small round hole.Refer to Figures 8 and 9 for 2nd and 3rd clutch switch usage by model and Figures 10 and 11 for switch identification.This valve body and auxiliary valve body combination can be used on 1990-Up models as long as proper switch configurations are met.Refer to Figure Seven.

Figure 1:http://flic.kr/p/e33rN8
Figure 2:http://flic.kr/p/e33rNn
Figure 3:http://flic.kr/p/e3998S
Figure 4:http://flic.kr/p/e33rPF
Figure 5:http://flic.kr/p/e399aS
Figure 6:http://flic.kr/p/e33rRt
Figure 7:http://flic.kr/p/e33rSM
Figure 8:http://flic.kr/p/e399fd
Figure 9:http://flic.kr/p/e33rVV
Figure 10:http://flic.kr/p/e33rXa
Figure 11:http://flic.kr/p/e33sbV
Figure 12:http://flic.kr/p/e33sdv
Figure 13:http://flic.kr/p/e33sf2

COMPLAINT:
After overhaul, your A4LD transmission exhibits a "Tie-Up" condition, when the selector lever is placed into the Park position.

CAUSE:
The cause may be, an improperly adjusted manual valve. The .075" puck supplied in some gasket sets and in some valve body kits WILL NOT WORK ON ALL MODELS. On SOME valve bodies, using the "Puck" to adjust the manual valve, will allow the manual valve to move past the Park position and apply the forward clutch.For more car diagnostic tool, like ford key programmer   and KWP2000 Plus ECU Flasher .

 

CAUSE:
Check the manual valve adjustment as follows:
1. Measure the link hole in the manual valve to ensure that it is .157" in diameter, and has not elongated due to wear. It is also recommended to use the latest manual valve, with the I.D. Groove near the link hole, and available under OEM number E8TZ-7C389-A. (See Figure 1).
2. With the valve body installed on the transmission, place the manual lever into the "D2" position.
3. With the manual lever in the "D2" position, the first land on the manual valve should be flush with the valve body casting, as shown in Figure 1. However, approximately .010”below flush to .020" above flush with the valve body casting is totally acceptable.
4. Bend the manual valve link as necessary to achieve the dimensions listed above.

 

Figure 1:http://flic.kr/p/dYe9Vh

 

COMPLAINT:
Before or after overhaul, vehicle equipped with an RE4RO1A exhibits planetary gear train failure, due to lack of lubrication.

CAUSE:
The cause may be one of the following.
1. Inadequate cooler flow.
2. Excessive output shaft to case bushing clearance.
3. Excessive clearance between the output shaft bushing and turbine shaft.
4. Forward clutch rings leaking on the low sprag inner race.
5. Internal leak on the turbine shaft.
6. Cooler relief check-ball capsule and spring leaking at the back of the case.
7. Bushing not removed from the front sun gear.

CORRECTION:
1.Insure that the vehicle has sufficient cooler flow. Minimum cooler flow must be no less than 1 quart per 20 seconds when the vehicle is "HOT".Warm vehicle until operating temperature is over 160 degrees. Raise and securely support vehicle on a lift (For safety concerns, do not attempt this test on the ground). Once operating temperature has been reached, shut motor off.Disconnect the "Rear" cooler line from the transmission and place the end of the line into a bucket or suitable apparatus to keep oil from spilling or splashing. Have a helper get into the vehicle and start the engine. Apply the parking brake then hold the brake pedal and move the selector lever into the D position. While holding the brake pedal on, allow the vehicle to idle in drive. IMPORTANT: Visually check the rear cooler line fitting at the transmission. THERE MUST BE NO OIL COMING FROM THE CASE. If there is oil coming from the case, the most likely cause is a leak at the forward clutch rings on the low sprag inner race. Count for approximately 20 seconds then move the selector lever back to park and shut the motor off. Measure the amount of oil in the container. There must be a minimum of 1 quart of oil in the container. If less oil flowed from the radiator, disconnect the front cooler line and repeat the test. If the test still shows insufficient cooler flow, the problem is most likely a restriction in the valve body. If cooler flow is now sufficient the problem is a plugged radiator. Repair or replace the radiator as necessary (Refer to Figure 1 for information on replacement cooler element).

2.Inspect the case bushings in the back of the case for wear (Refer to Figure 2). If needed insert the output shaft into the case and check for excessive play from side to side. If side to side movement is excessive replace the case bushings. Using compressed air and a blow gun, direct air pressure into the different lube holes in the output shaft and make sure there is no debris blocking the holes and that air passes through the holes freely.

3.Inspect the output shaft bushing where turbine shaft rides (Refer to Figure 3). Insert the turbine shaft into the output shaft and move the turbine shaft from side to side. If excess movement is detected, replace the output shaft bushing.

4.Inspect the forward clutch sealing rings that are installed on the low sprag inner race (Refer to Figure 4). Make sure there are no cuts or nicks in the rings. Carefully remove the ring from the inner race and bore fit the rings in the drum. IMPORTANT: There must be no more than .003’‘ end gap between the butt ends of the rings. Replace the rings, or the low sprag inner race if necessary.

5.Inspect the turbine shaft for cracks and blow a small amount of compressed air approx. 30 psi. Into either end of the turbine shaft (Refer to Figure 5). IMPORTANT: No air must pass completely through the shaft from one end to the other. The shaft is blocked in the middle to separate converter release oil and lube oil. If this shaft leaks, all lube will be drained when lock-up is engaged.

6.Remove the cooler relief check-ball capsule and spring from the back of the transmission case (Refer to Figure 6). Install a solid cup plug or tap the case and thread in a pipe plug. Note, late model cases (after 1994) had the check-ball capsule and spring eliminated from the factory.

7.Remove bushing from the front sun gear and leave it out (Refer to Figure 7). This will allow more lube to pass through the sun gear to the front planetary. Note, if a new front sun gear shell is purchased from the factory, no bushing will be installed in the sun gear. Do not install a bushing into a new sun gear shell.

Most Nissan vehicles have what is known as a fin type cooler. This type cooler becomes easily restricted causing poor cooler flow resulting in lack of lubrication to the planetary gear train. Cooler line flushing machines cannot sufficiently flush this type of cooler. The spiral cooler shown in Figure 1 below is a replacement cooler. This cooler may be installed instead of replacing the entire radiator.
This cooler is available from Nissan the part number is 21606-15V25.

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Figure 1:http://flic.kr/p/e1FoDz

Figure 2:http://flic.kr/p/e1M37d

Figure 3:http://flic.kr/p/e1M37U

Figure 4:http://flic.kr/p/e1M38W

Figure 5:http://flic.kr/p/e1M3a7

Figure 6:http://flic.kr/p/e1FoJP

Figure 7:http://flic.kr/p/e1FoLn