Transmission:

Subject:
Application:
Issue Date:
4L80E
Planetary Damage, Pump Interchange
GM
October, 2013
Technical Bulletin #1117A
4L80E
Planetary Damage, Pump Interchange
An update to the pump cover occurred for 2004-2006 model years on all 4L80E/85E applications. The
pump cover part number was changed to accommodate interim case changes that occurred. The fol-
lowing part numbers for the pump cover based on model year.
1997-2003 24204303
2004-2006 24232405
This is a simple plug kit. Remove cup plug, install the 1 slug. Important: Do not bury the slug all the
way down into the pump. When tapping the slug in, drive it in .355 below the pump surface. Install
the new cup plug. If a kit is not available from your parts supplier you can make your own. The size of
this slug is 1 long and .247 (1 x .247) in diameter, the cup plug is .344.
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Remove cup plug,
install the 1 slug and
install the new .344
cup plug.
Drive the slug
.355 below the
outer surface.
1997-2003 pumps are
interchangeable if you use
GM Plug Kit #24232339.

Transmission:
Subject:
Application:
Issue Date:
CD4E
Harsh 1-2 Shift or Erratic Shifts
Ford
October, 2013
Technical Bulletin #1561
CD4E
Harsh 1-2 Shift or Erratic Shifts
If you experience a harsh 1-2 shift after rebuild check the assembly of the 2/4 accumulator piston. It is
located in the accumulator section of the valve body. The correct assembly is shown in figure 1.
If by mistake it was assumed that all the accumulators install into the valve body in the same direction,
it may be possible that the 2/4 accumulator piston was misassembled as shown in figure 2.
Special thanks to Ratio Tek for the valve body pictures.
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Figure 1
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#1561
CD4E
Harsh 1-2 Shift or Erratic Shifts
Figure 2
Transmission:
Subject:
Application:
Issue Date:
09G
Solenoid ID and Clutch Control Valve
Adjustments, Flare or Bump Shifts
Volkswagen
October, 2013
Technical Bulletin #1562
09G
Solenoid ID and Clutch Control Valve Adjustments
Volkswagen 09G transmission solenoid IDs are listed with the letter N followed by a number in figure
1. The clutch control valve adjusters are K1, K2, B1 and K3.
Clutch
Control
Valve
Adjusters
JW Page 1 of 3 Copyright 2013 ATRA All Rights Reserved
Figure 1
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#1562
In fgure 2 are the diferent names for the solenoids, Ohms values and functon of the solenoids.
When we have a fare or bump on a shif we are able to make an adjustment to one clutch at a tme.
Before any adjustments are made some things have to be checked frst. Valve body conditon of Sole-
noid Modulaton valves, Lock up Control valves, Pressure Regulator and Secondary Regulator valves
need to be checked for wear. Also the solenoids need to be rebuilt or confrm that the amature in the
solenoid is not stcking when hot (#1 problem).
Make sure all the latest updates to the sofware are installed. The transmission adapts and relearns
procedure needs to be done along with a long test drive. If the relearn is not done properly you will
make more adjustment then necessary.
09G
Solenoid ID & Clutch Control Valve Adjustments
Figure 2
Figure 3
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#1562
Use the Clutch Apply chart (fgure 3) and Solenoid Firing chart (fgure 4) to learn what clutch needs
adjusted.
One note on the solenoid apply chart remember that when the solenoid is of the clutch is applied.
Make adjustments half a turn to one turn at a tme. Turn in the adjuster IN to slow the shif down
(smooth/slow apply rate). Turn the adjuster OUT to speed up the apply rate of the clutch (frmer
shif).
09G
Solenoid ID & Clutch Control Valve Adjustments
Figure 4

Transmission:
Subject:
Application:
Issue Date:
6F35
Leaks Out of the Dipstick
2009 Ford Escape and Mercury Mariner
October, 2013
Technical Bulletin #1563
6F35
Leaks Out of the Dipstick
Some 2009 Escape and Mariner vehicles equipped with 6F35 automatic transmissions and built on or
before 10/29/2008 may exhibit a loss of transmission fluid from the dipstick tube area. This may be
due to transmission being overfilled. A new transmission dipstick and filler tube kit is now available
through Ford with added minimum and maximum fluid level lines to easily determine proper fluid
level and with a revised vent system on the filler tube.
Ford Part #AL8Z-7A020-A for the updated dipstick and tube.
JW Page 1 of 1 Copyright 2013 ATRA All Rights Reserved

Transmission:
Subject:
Application:
Issue Date:
6L80E
Neutrals on Take Off, Checkball Locations
2009 GMC Yukon
October, 2013
Technical Bulletin #1564
6L80E
Check Ball Locations
We have been made aware of a problem with the plastic #1 check ball eroding from .250 to .180 and
getting stuck in the plate. The #1 ball is in play in Drive, from 1st - 6th gears.
#1 Drive 1-6/Drive Braking:
Located in the upper control valve body, this ball shuttle valve style check ball allows drive braking
fluid, in a Drive 1st gear engine braking condition, to enter the 2-6 clutch/1234 clutch feed fluid circuit
to apply the 1-2-3-4 clutch.
#2 Solenoid 1/Reverse:
Located in the upper control valve body, this ball shuttle valve style check ball is seated against the
reverse fluid passage while the transmission is operating in Park, Neutral and Drive 1st (Engine Brak-
ing). With the ball check valve in this position, solenoid 1 fluid enters the CSV2 enable fluid circuit to
apply the clutch select valve 2. When the transmission is operating in Reverse, the ball check valve
seats against the solenoid 1 fluid passage to allow reverse fluid to enter the CSV2 enable fluid circuit
and hold the clutch select valve 2 in the applied position.
#3 Solenoid 2/4-5-6 Clutch:
Located in the upper control valve body, this ball shuttle valve style check ball is seated against the
456 clutch passage while the transmission is operating in Park, Reverse, Neutral, Drive 1st, 2nd and
3rd gear ranges. With the ball check valve in this position, solenoid 2 fluid enters the CSV3 enable fluid
circuit to apply the clutch select valve 3. When the transmission is operating in Drive 4th, 5th or 6th
gear ranges, the ball check valve seats against the solenoid 2 fluid passage to allow 456 clutch fluid to
enter the CSV3 enable fluid circuit and hold the clutch select valve 2 in the applied position.
#4 PS5/4-5-6 Clutch:
Located in the upper control valve body, this ball shuttle valve style check ball is seated against the
456 clutch passage by PS5 fluid while the transmission is operating in Drive 1st, 2nd and 3rd gear rang-
es. With the ball check valve in this position, PS5 fluid enters the SSV2 latch fluid circuit to hold the
clutch select valve 2 in the released position. When the transmission is operating in Drive 4th, 5th or
6th gear ranges, 456 clutch fluid pressure seats the ball check valve against the PS5 fluid passage to al-
low 456 clutch fluid to enter the CSV2 latch fluid circuit to hold the clutch select valve 2 in the released
position.
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#1564
#5 Drive 1-6/3-5 Reverse Supply:
Located in the upper control valve body, this ball shuttle valve style check ball is seated against the
Drive 1-6 fluid passage by 35 reverse feed fluid while the transmission is operating in Reverse. With
the ball check valve in this position, 35 reverse feed fluid enters the 35 reverse supply circuit and is
routed to the #7 ball check valve. When the transmission is operating in Drive 1st, 2nd, 3rd, 4th, 5th or
6th gear ranges, Drive 1-6 clutch fluid pressure seats the ball check valve against the 35 reverse feed
passage to allow Drive 1-6 clutch fluid to enter the 35 reverse supply fluid circuit.
#6 2-6 Clutch/1-2-3-4 Clutch Feed:
Located in the upper control valve body, this one way orifice control style check ball is used to dif-
ferentiate the flow rate of fluid between applying and releasing the 1-2-3-4 clutch. 26 clutch/1234
clutch feed fluid pressure opens the ball check valve while the transmission is operating in Drive 1st
(engine braking), 1st, 2nd, 3rd, 4th, 5th or 6th gear ranges. With the ball check valve in this position,
26 clutch/1234 clutch feed fluid flows freely into the 1234 clutch feed fluid passage. When Park, Re-
verse or Neutral gear is selected after the transmission was operating in Drive, exhausting 1234 clutch
feed fluid seats the ball check valve and fluid is forced through orifice #32. This allows for a controlled
exhaust of 1234 clutch feed fluid.
#7 3-5 Reverse Supply/3-5 Reverse Feed:
Located in the upper control valve body, this one way orifice control style check ball is used to differ-
entiate the flow rate of fluid between applying and releasing the 3-5 reverse clutch. 35 reverse supply
fluid pressure seats the ball check valve against the 35 reverse feed passage while the transmission
is operating in Reverse, Drive 1st, 2nd, 3rd, 4th, 5th or 6 gear ranges. With the ball check valve in this
position, 35 reverse supply fluid is forced through orifice #25 before entering the 35 reverse feed fluid
passage. The orifice helps control the apply rate of the 3-5 clutch when the transmission shifts into
Reverse, 3rd and 5th gears. When Park or Neutral gear is selected after the transmission was operat-
ing in Drive, or Reverse, exhausting 35 reverse feed fluid unseats the ball check valve. This allows for a
faster exhaust of 35 reverse feed fluid and a quick release of the 3-5 reverse clutch.
Special thanks to Kit Lindsay of Lindsay Transmission
6L80E
Neutrals on Take Off, Check Ball Locations
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#1564
6L80E
Neutrals on Take Off, Check Ball Locations

Transmission:
Subject:
Application:
Issue Date:
6F50N, 6T70/75
Line Pressure Tap Locations and Specs
Ford, GM
October, 2013
Technical Bulletin #1565
6F50N, 6T70/75
Line Pressure Tap Location and Specifications
To check line pressure connect a suitable pressure gauge or transducer to the pressure tap indicated in
the illustration below.
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Line Pressure Tap
Drain Plug
Range Idle WOT
P 5460PSI 5460PSI
R 100105PSI 250300PSI
N 5460PSI 5460PSI
D 8487PSI 240250PSI
L 8487PSI 240250PSI
LinePressureChart

Transmission:
Subject:
Application:
Issue Date:
62TE
Check Ball Locations
Chrysler, Dodge
October, 2013
Technical Bulletin #1566
62TE
Check Ball Locations
There are four checkballs used in the earlier models and three used in later models (2009 & up). There
are nine other checkballs that are used for bore plugs and are not removeable.
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If there is a hole in the separator plate
at the location indicated, there will be
an underdrive checkball in the pocket.
(Model Dependent)
UD
LR
OD
Rev
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#1566
62TE
Check Ball Locations
The separator plate without
the hole in the plate can be
used in earlier models and
the checkball can be lef out,
The separator plate with
the hole CANNOT be used in
the later model without the
checkball.
Harsh UD clutch apply could
result.
If there is not a hole in the separator plate at the location indicated, there will not be an underdrive
checkball in the pocket.
(Model Dependent)