Safari 14 PDF

NAG 1/W5A580
Automatic Transmission
Diagnosis and Repair
Student Workbook
DAIMLERCHRYSLER ACADEMY
School of Technical Training
School of Technical Training

NAG 1/W5A580 Auto Transmission Diagnosis and Repair
TABLE OF CONTENTS
INTRODUCTION...................................................................................................... 1
STUDENT LEARNING OBJECTIVES ....................................................................... 2
ACRONYMS............................................................................................................. 3
MODULE 1 TRANSMISSION AND FLUID IDENTIFICATION .................................. 5
TRANSMISSION RANGES.................................................................................. 6
NAG 1 TRANSMISSION MODEL DESIGNATION AND APPLICATION .................. 8
TRANSMISSION FLUID ....................................................................................10
Oil Level Control .......................................................................................11
TRANSMISSION ID STAMP LOCATION .............................................................12
MODULE 2 TRANSMISSION MECHANICAL COMPONENTS, DIAGNOSIS,
EVALUATION AND DISASSEMBLY ........................................................................15
TRANSMISSION DESCRIPTION ........................................................................15
TRANSMISSION HOUSING...............................................................................16
VALVE BODY...................................................................................................17
MECHANICAL COMPONENT OVERVIEW .........................................................18
Planetary Gear Sets ..................................................................................18
Lubrication of Mechanical Components.....................................................19
Clutch Operation and Gear Ratios.............................................................20
BRAKES (HOLDING CLUTCHES)......................................................................20
B1 Brake ..................................................................................................20
B2 Brake ..................................................................................................22
B3 Brake ..................................................................................................23
B2 and B3 Brake ......................................................................................24
INPUT CLUTCHES ...........................................................................................25
K1 Clutch .................................................................................................25
K2 Clutch .................................................................................................27
K3 Clutch .................................................................................................29
OVERRUNNING CLUTCHES.............................................................................31
PARK LOCK .....................................................................................................33
OIL PUMP ASSEMBLY......................................................................................34
PRELIMINARY DIAGNOSIS...............................................................................35
TRANSMISSION OIL LEAK DIAGNOSIS ............................................................37
Bell Housing and Torque Converter Leak Points ........................................37
Transmission Case Leak Detection Using Dye ...........................................37
GEAR TRAIN END PLAY ...................................................................................38
FLUID AND FILTER MAINTENANCE.................................................................38
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TRANSMISSION FILTER AND VALVE BODY REMOVAL REQUIREMENTS........ 39

FLUID AND FILTER ANALYSIS ........................................................................ 39
Fluid Type ................................................................................................ 40
TRANSMISSION HOUSING .............................................................................. 41
VALVE BODY .................................................................................................. 42
Valve, Check Ball and Strainers ............................................................... 43
Solenoid Valves ........................................................................................ 44
AIR PRESSURE TESTING ................................................................................ 45
TORQUE CONVERTER .................................................................................... 47
BRAKE (HOLDING) CLUTCHES ....................................................................... 48
B2 and B3 Brake Clutches ....................................................................... 48
B1 Brake Clutch....................................................................................... 49
INPUT CLUTCHES........................................................................................... 50
K1, K2 and K3 Input Driving Clutches...................................................... 50
OVERRUNNING CLUTCHES ............................................................................ 51
OIL PUMP ....................................................................................................... 52
PARK LOCK GEAR .......................................................................................... 53
PLANETARY GEARS IDENTIFICATION AND EVALUATION ............................... 54
Pinion, Gears and Carriers ....................................................................... 54
MODULE 3 TRANSMISSION POWERFLOW .......................................................... 57
GEAR RATIOS AND CLUTCH APPLICATION..................................................... 57
FIRST GEAR.................................................................................................... 58
First Gear Powerflow ................................................................................ 59
SECOND GEAR ............................................................................................... 60
Second Gear Powerflow ............................................................................ 61
THIRD GEAR................................................................................................... 62
Third Gear Powerflow ............................................................................... 63
FOURTH GEAR (DIRECT DRIVE) ..................................................................... 64
Fourth Gear Powerflow ............................................................................. 65
FIFTH GEAR (OVERDRIVE) ............................................................................. 66
Fifth Gear Powerflow ................................................................................ 67
REVERSE (NORMAL/STANDARD MODE) ........................................................ 68
Normal Reverse Gear Powerflow................................................................ 69
REVERSE 1 (4X4 LOW OR WINTER MODE)..................................................... 70
Reverse 1 Gear Powerflow ......................................................................... 71
NEUTRAL (STANDARD MODE) ........................................................................ 72
Neutral (Standard Mode) .......................................................................... 72
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NEUTRAL (DEFAULT MODE) ...........................................................................73

Neutral (Default Mode) ..............................................................................74
MODULE 4 MAJOR COMPONENT SERVICE.........................................................77
OIL PUMP ........................................................................................................77
VALVE BODY...................................................................................................80
Solenoid Valve Testing ..............................................................................81
Valve Identification ...................................................................................82
Valve, Check Ball and Strainers ................................................................82
INPUT CLUTCHES ...........................................................................................83
K1 Input Clutch ........................................................................................83
K2 Input Clutch ........................................................................................84
K3 Input Clutch ........................................................................................85
BRAKE (HOLDING) CLUTCHES........................................................................86
B2 and B3 Brake Clutches........................................................................86
B1 Brake Clutch .......................................................................................88
OVERRUNNING CLUTCHES.............................................................................89
MODULE 5 TRANSMISSION REASSEMBLY..........................................................91
REASSEMBLY..................................................................................................91
B2 and B3 Brake Installation ....................................................................91
Torque Converter Housing, B1 Brake and Oil Pump ..................................91
K1 Input Clutch ........................................................................................91
Input Shaft, Front Annulus and K2 Input Clutch Assembly.......................92
Output Shaft and Gear Set Assembly, K3 Input and F2 Overrunning
Clutches ...................................................................................................92
Transmission Housing ..............................................................................92
Gear Train End Play, Output Shaft Bearing and Seal ................................92
Valve Body and Oil Pan.............................................................................93
MODULE 6 HYDRAULIC SYSTEM COMPONENTS ................................................95
SYSTEM PRESSURES ......................................................................................95
Line Pressure ............................................................................................95
Modulating Pressure (P-Mod) ....................................................................97
Shift Pressure ...........................................................................................97
Control Valve Pressure..............................................................................97
Shift Solenoid Valve Pressure ....................................................................98
Shift Pressure Regulating Pressure............................................................98
Torque Converter Clutch (TCC) Regulating Valve .......................................98
Torque Converter Pressure/Lubricating Pressure ......................................99
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VALVE BODY ................................................................................................ 100

SOLENOID VALVES ...................................................................................... 103
Torque Converter Clutch Solenoid Valve ................................................. 103
Torque Converter Clutch Off Mode.......................................................... 104
Torque Converter Clutch Modulation ...................................................... 105
Shift Solenoid Valve................................................................................ 106
Shift Pressure Solenoid Valve/Line (Modulating) Pressure Solenoid Valve 107
SHIFT GROUPS ............................................................................................. 108
Shift Group K1/B1 (Gear Change 1–2/4–5) ............................................ 110
Shift Group K2/K3 (Gear Change 2–3).................................................... 110
Shift Group K3/B2 (Gear Change 3–4).................................................... 110
SHIFT GROUP SHIFT VALVES....................................................................... 111
Overlap Valve ......................................................................................... 111
Command Valve ..................................................................................... 112
Holding Pressure Shift Valve................................................................... 113
Shift Pressure Shift Valve ....................................................................... 114
SHIFT PHASE AND SEQUENCE .................................................................... 115
First-to-Second Shift Sequence (Steady State Drive 1)............................. 116
First-to-Second Shift Transition.............................................................. 117
Second Gear Shifted (Steady State Drive 2) ............................................. 118
NEUTRAL-TO-DRIVE ENGAGEMENT ............................................................ 119
SHIFT APPLICATION ..................................................................................... 121
HYDRAULIC SCHEMATICS............................................................................ 122
MODULE 7 ELECTRONIC/ELECTRICAL CONTROL .......................................... 137
TRANSMISSION CONTROL MODULE (TCM) .................................................. 138
TCM WIRING DIAGRAMS .............................................................................. 142
TCM SIGNALS ............................................................................................... 148
TCM DIRECT INPUT SIGNALS ....................................................................... 149
Automatic Transmission Fluid (ATF) Temperature Sensor....................... 149
P/N Safety Starter Interlock ................................................................... 151
N2 and N3 Input Speed Sensors ............................................................. 152
TCM CAN BUS INPUT SIGNALS..................................................................... 154
ABS Wheel Speed Sensors ...................................................................... 156
4x4 Low Switch ...................................................................................... 156
Brake Switch.......................................................................................... 157
Shift Lever Assembly .............................................................................. 158
Shift Lever Positions ............................................................................... 161
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Downshift Safety.....................................................................................162
Cruise Control ........................................................................................162
Engine Management Intervention............................................................163
Electronically Modulated Converter Clutch (EMCC) Operation.................163
TCM DIRECT OUTPUT SIGNALS ....................................................................164
On/Off Shift Solenoid Valves...................................................................165
Variable Force Modulating and Shift Pressure Control Solenoid Valves....165
Pulse Width Modulated Torque Converter Clutch Solenoid Valve .............166
Solenoid Status in Gear Ranges ..............................................................167
Solenoid Valve Resistance Values............................................................168
Park/Reverse Interlock Solenoid .............................................................169
Starter Interlock......................................................................................169
TCM CAN BUS OUTPUT SIGNALS ..................................................................170
VALVE BODY.................................................................................................171
Electric Control Unit/Lead Frame ...........................................................172
MODULE 8 TROUBLESHOOTING AND DIAGNOSIS............................................175
NORMAL TRANSMISSION OPERATION (SHIFT PATTERNS) ............................175
MODULE 9 TRANSMISSION ADAPTATION AND REPAIR VERIFICATION .........191
TCM ADAPTATION .........................................................................................191
Driving Style Adaptation .........................................................................192
Shift Time Adaptation (Shift Overlap, Working Pressure) .........................192
Fill Pressure Adaptation (Apply Pressure, Modulating Pressure) ..............193
Fill Time Adaptation (Engagement Time Adaptation)................................193
Adaptation Procedure..............................................................................193
TRANSMISSION REPAIR VERIFICATION TESTING .........................................194
Road Test................................................................................................195
SPECIAL TOOLS ..................................................................................................197
GLOSSARY OF TERMS ........................................................................................201
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Notes:
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INTRODUCTION
This course is designed for the technician who has a basic understanding of
automatic transmissions. This course covers the New Automatic Gearbox (NAG) 1
(version 1) transmission. Basic operation of this transmission is similar to other
transmissions; therefore, this training program focuses on the unique operation,
diagnosis and repair of the NAG 1 transmission.
The information in this publication should be used with the service information when
performing repairs. The concepts learned here will help diagnose and repair this
transmission.
The NAG 1 transmission is an electronically controlled five-speed automatic
transmission with a variably engaged torque converter clutch. It is a conventional
automatic transmission because it uses hydraulically applied clutches to shift a
planetary gear train, known as clutch-to-clutch control. The electronic components
consist of the Transmission Control Module (TCM), Shift Lever Assembly (SLA), an
internally mounted valve body with switches, solenoid valves and sensors, and inputs
from other vehicle systems.
Electronic transmission control provides for more precise adaptation of pressures to
corresponding conditions and to the engine output during shifting which results in
enhanced shift quality.
Electronic control also offers the advantage of a flexible adaptation to various vehicles
and engines. Some of the advantages are:
• Reduced fuel consumption
• Improved shift comfort
• Favorable step-up through gear ranges
• Increased reliability and service life
• Lower maintenance
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STUDENT LEARNING OBJECTIVES
Upon successful completion of this course, you will be able to:

• Identify the transmission by decoding the ID tag.
• Identify the proper transmission fluid, service intervals and procedures.
• Identify all transmission mechanical components.
• Disassemble, evaluate and inspect the transmission.
• Demonstrate powerflow.
• Disassemble and reassemble the transmission subassemblies.
• Reassemble the transmission.
• Identify the valve body components.
• Identify hydraulic flow and solenoid actuation necessary to achieve all gear
ratios.
• Identify all levels of pressure regulation inside the transmission and
understand EMCC/TCC operation.
• Perform the necessary electrical related diagnostic scan tool activities to
identify all direct and indirect TCM inputs and outputs.
• Perform the scan tool shift adaptation procedure.
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ACRONYMS
The acronyms listed here are used in this course.

• ABS Anti-lock Braking System
• ATF Automatic Transmission Fluid
• B1 B1 Brake Clutch
• BTSI Brake/Transmission Shift Interlock
• BUX Built Up for Export
• CAB Controller Anti-lock Brake
• CAN Controller Area Network (Bus), Chassis CAN
• CAN-B Body CAN bus
• CAN-C Engine and Diagnostic CAN bus
• C+ C+ CAN Circuit I.D.
• C– C– CAN Circuit I.D.
• CVS Calculated Vehicle Speed
• DRBIII Diagnostic Readout Box (Third Generation)
• DMM Digital Multi-Meter
• DTC Diagnostic Trouble Code
• ECM Engine Control Module (Diesel Engine Controller)
• EGS52 Electronic Gearbox System (Version 52)
• EMCC Electronically Modulated Converter Clutch
• ESP Electronic Stability Program
• ETC Electronic Throttle Control
• F1 F1 Overrunning Clutch
• F2 F2 Overrunning Clutch
• K Kinetic
• K1 K1 Input Clutch
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• LED Light Emitting Diode

• MIL Malfunction Indicator Lamp
• NAG 1 New Automatic Gearbox (Version 1)
• NGC Next Generation Controller
• PCI Programmable Controller Interface (Vehicle Bus System)
• PCM Powertrain Control Module
• PWM Pulse Width Modulated
• SB Service Bulletin
• SCI Serial Communications Interface (K-Line)
• SLA Shift Lever Assembly
• TCC Torque Converter Clutch
• TCM Transmission Control Module
• TTS Transmission Temperature Sensor
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MODULE 1 TRANSMISSION AND FLUID IDENTIFICATION
Figure 1 NAG 1 Automatic Transmission Clutch Layout

The New Automatic Gearbox Version 1 (NAG 1) automatic transmission is an
electronically controlled, five-speed transmission equipped with a variably engaged
torque converter clutch. As with most automatic transmissions, the NAG 1
transmission uses hydraulically applied clutches to shift a planetary gear train.
The NAG 1 automatic transmission has three planetary gear sets. Fifth gear is an
overdrive range. The planetary gear set is actuated by application of hydraulic
clutches (B1, K1, K2, B3, K3 and B2) via shift valves and electric solenoids in the
valve body. The NAG 1 also uses two overrunning clutches (F1 and F2). The
Transmission Control Module (TCM) electronically actuates the solenoids. The
electronic control system enables application of fluid pressures for adaptation to the
current operating conditions such as vehicle speed and engine output during a shift
phase, thus providing quality shifts.
The system performs its functions based on continuous sensor and switch feedback
information. In addition, the TCM receives information from the engine management,
body control and chassis control systems over the CAN bus.
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The TCM controls fluid pressures to the operating clutches during the shift phase by
looking at two input speed sensors (N3 and N2) (calculated input shaft speed) and
ABS wheel speed sensors (calculated output shaft speed) along with other various
inputs. TCM control provides quality transmission shifting. Having more precise
control over the hydraulic system provides the advantage of flexible adaptation to
various vehicle and engine combinations.
The NAG 1 automatic transmission provides:
• Five forward gears
• Adaptive mode
• Close ratios (1st through 5th)
• Fill-for-life fluid (some versions have lengthy fluid change intervals)
• Two reverse gears
TRANSMISSION RANGES
Figure 2 Crossfire Shift Lever Assembly Shown
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The shift lever can be moved into various positions. The shift lever position and gear
selections are:
Table 1 Transmission Ranges
SHIFT
LEVER GEAR
POSITION SELECTION DESCRIPTION
P Parking and starting position.
R Reverse gear (standard and winter mode).
N Neutral and starting position. No transmission of power
takes place. The vehicle can be moved freely. Allows
starting engine with vehicle in motion.
D All five forward gears are available.
4 Upshifting only to 4th gear range. Provides engine
braking. Inhibits overdrive.
3 Upshifting only to 3rd gear range. Provides engine
braking.
2 Upshifting only to 2nd gear range. Provides engine
braking.
1 Driving possible only in 1st gear range. Provides
maximum engine braking.
Table 2 Gear Range Ratios
RATIO (W5A580,
W5J400 AND
GEAR RANGE W5A380) RATIO (W5A330)
1st 3.59 3.95
2nd 2.19 2.423
3rd 1.41 1.486
4th 1.00 1.00
5th 0.83 0.833
Reverse 3.16 3.147
Reverse 1 1.93 1.93
(4WD/AWD position on LX and WK)
(Winter Mode Crossfire Only)
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A Winter/Standard (W/S) switch is incorporated into the shift lever assembly on

Crossfire vehicles. With the W/S switch in the “S” position, lower gear ratios are
provided in first and reverse gears. With the W/S switch in the “W” position, higher
ratios are provided in first and reverse gears.
NAG 1 TRANSMISSION MODEL DESIGNATION AND APPLICATION

The following illustration provides an example explanation of the NAG 1 transmission
model designation.
W Hydraulic Torque Converter A or Automatic or Jeep Four Wheel

J Drive
5 Number of Forward Gears 580, Maximum Input Torque (N•m)
380 or
330
Figure 3 Model Designation Explanation
722. Automatic Transmission for 81 Version of Transmission for Vehicle

Passenger Cars Application Matched to Engine
(Digits Vary with Application)
6. Sales Designation (W5AXXX)
Figure 4 Model Designation Explanation (Sprinter/Crossfire)
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The NAG 1 family of five-speed automatic transmissions includes the W5A580, the
W5J400, the W5A380 and the W5A330 versions. The acronym NAG comes from the
German words for new automatic transmission. The “1” refers to the first iteration of
the transmission.
Table 3 Family of NAG 1 Transmissions
ENGINE
MODEL VEHICLE APPLICATION TRANSMISSION SALES CODE
YEAR MARKET FAMILY SALES CODE SALES CODE DESCRIPTION
BUX Grand 2.7L 5-Cyl. DGJ Five-Speed
Cherokee Diesel (ENF) Auto
(WG) Transmission
(W5J400)
2003
U.S. Sprinter 2.7L 5-Cyl. DGJ Five-Speed
(VA) Diesel (EX9) Auto
Transmission
(W5A380)
Transmission
(W5A380)
2004
U.S., Crossfire 3.2L 6-Cyl. DGU Five-Speed
Canada, (ZH) Gas (EGX) Auto
Mexico Transmission
and BUX (W5A330)
Transmission
(W5A380)
U.S., Chrysler 5.7L 8-Cyl. DGJ Five-Speed
Canada, 300C and Gas (EZB) Auto
Mexico Dodge Transmission
and BUX Magnum (W5A580)
(LX)
U.S., Grand 3.7L 6-Cyl. DGJ Five-Speed
Canada Cherokee Gas (EKG) Auto
2005
and (WK) Transmission
Mexico (W5A580)
BUX Grand 3.7L 6-Cyl. DGJ Five-Speed
Cherokee Gas (EKG) or Auto
(WH) 3.0L 6-Cyl. Transmission
Diesel (EXL) (W5A580 or
W5J400)
U.S., Crossfire 3.2L 6-Cyl. DGU Five-Speed
Canada, (ZH) Gas (EGX) Auto
Mexico Transmission
and BUX (W5A330)
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TRANSMISSION FLUID
Transmission fluid serves a number of purposes including application of hydraulics,
lubrication, cooling, cleaning and seal conditioning. Transmission shift quality, heat
dissipation and Transmission Control Module (TCM) calibration all dictate the type of
transmission fluid that is used. Transmission fluids are similar but have different
characteristics such as viscosity and the additives in the fluid, which is why there
will be different fluids used in Crossfire, Sprinter and 300C. Drain and refill the
transmission fluid at the recommended service intervals.
The transmission has varying capacities depending on vehicle application.
Transmission fluid capacity includes the transmission, the torque converter and the
transmission fluid cooler. The transmission is supplied from the plant with the
proper amount of fluid.
The fill tube in Sprinter and Crossfire vehicles is sealed from the factory and requires
a special service dipstick tool (#8863A) to check fluid level and a special cap is used
for sealing the transmission dipstick tube. A special funnel (#8908) which has a
filter, is required in Europe to fill the transmission. This allows reusing the
transmission fluid after being filtered through the funnel. The 300C (LX) requires
special service dipstick tool (9336). Grand Cherokee (WJ) comes equipped with a
dipstick.
1 Locking Pin 3 Fill Tube

2 Fill Tube Cap
Figure 5 Fill Tube Cap (Sprinter/Crossfire)
The transmission fluid can be checked in either Park or Neutral. Refer to the
appropriate Owner’s Manual and service information for fluid level checking, service
intervals, fill procedures, fluid capacity, fluid application and type.
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Oil Level Control
LTD407a
1 Float 2 Oil Return Path
Figure 6 Oil Level Control Float on Valve Body
The oil level control float closes the opening between the oil pan (sump) and the
planetary gear set chamber so that the gear sets do not become overfilled and churn
in the oil. As the oil level rises due to normal operating temperature increase, the oil
forces a float on the valve body to rise against an opening in the housing that leads to
the gear set chamber. The float prevents the oil from entering the transmission gears
which can cause oil foaming (aeration). Instead, the oil in the sump rises up around
the outside of the gear set chamber. Cast drain ports in the gear set chamber area
allow for excess oil return to the sump (oil pan).
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TRANSMISSION ID STAMP LOCATION
1 Transmission Bar Code 2 Pin Stamp Pad

Identification Label
Figure 7 Transmission Bar Code Label and Pin Stamp Pad Location
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1 Traceability 7 Build Sequence

2 Supplier Code 8 Last Three Part Number Digits
3 Component Code 9 Revision Level
4 Build Day (Julian Date) 10 Transmission Part Number
5 Build Year 11 Part Number Prefix
6 Line/Shift Code
Figure 8 Example Transmission Bar Code Label Interpretation
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Notes:
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MODULE 2 TRANSMISSION MECHANICAL COMPONENTS,

DIAGNOSIS, EVALUATION AND DISASSEMBLY
1 B1 Brake 5 K3 Clutch
2 K1 Clutch 6 B2 Brake
3 K2 Clutch 7 F2 Overrunning Clutch
4 B3 Brake 8 F1 Overrunning Clutch
Figure 9 NAG 1 Gear Set and Shift Members
TRANSMISSION DESCRIPTION
The NAG 1 automatic transmission is an electronically controlled five-speed with a
variable slip rate clutch in the torque converter. Three planetary gear sets provide
the five forward speeds plus two reverse speeds only when you have AWD on a 300C
or 4x4 on a Jeep Grand Cherokee or Crossfire with a Winter/Standard Mode switch.
The gears are actuated by a combination of electrical and hydraulic components. The
gear ranges are shifted by an appropriate combination of three multi-disc holding
clutches, three multi-disc input (driving) clutches and two sprag-type overrunning
clutches.
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TRANSMISSION HOUSING
The torque converter housing and transmission housing are made of light aluminum
alloy. The housings are bolted together and joined (centered) at the outer brake
carrier of the B1 brake. A coated intermediate metal shim serves as a gasket between
the two housings.
The oil pump is bolted to the torque converter (bell) housing and to the outer brake
carrier of the B1 brake, which is covered by the transmission housing. The oil pump
is secured by several bolts from the inside of the transmission and transmission
disassembly is required to service the pump.
The stator support shaft is pressed and splined to the B1 brake outer carrier.
The valve body assembly is bolted to the lower portion of the transmission housing.
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VALVE BODY
The valve body assembly incorporates shift and pressure regulation valving for
hydraulic control, and an electrical control unit (lead frame) secured to the top of the
valve body. The electrical control unit is basically a lead frame that houses the
conducting bars to provide connection for electrical components such as the input
speed sensors, shift solenoids and regulation solenoids. The lead frame also
incorporates a 13-pin plug for connection to the vehicle wiring harness and the
Transmission Control Module (TCM).
A sealed plastic extension for the 13-pin plug prevents fluid loss through the opening
in the transmission housing and must be removed prior to transmission or valve
body removal.
1 Heat Shield 7 Bolt

2 Valve Body Assembly 8 Drain Plug (If Equipped)
3 Valve Body Retaining Bolt 9 Drain Plug Gasket (If Equipped)
4 Oil Filter 10 13-Pin Harness Connector
5 Oil Pan 11 Guide Bushing Retaining Bolt
6 Clamping Element 12 Guide Bushing (Extension to Valve
Body Plug)
Figure 10 Valve Body Assembly
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MECHANICAL COMPONENT OVERVIEW

Planetary Gear Sets
The transmission consists of an input shaft (Fig. 11), an output shaft, a sun gear
shaft and three integrated planetary gear sets (Fig. 12). The higher torque capacity
versions of the NAG 1 transmission are equipped with four pinion carriers in the
planetary gear sets. The front and rear planetary carriers on lower torque-rated
transmissions are equipped with three pinions each.
1 K1 Inner Disc Carrier with 3 Input Shaft with Front Annulus

Integrated Front Planetary Carrier and K2 Clutch Assembly
2 Thrust Bearing
Figure 11 Input Shaft and Front Gear Set
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1 Teflon Seal Rings 7 K3 Clutch Assembly

2 Output Shaft and Center Planetary 8 Thrust Washer
Carrier
3 Needle Bearing 9 Thrust Bearing
4 Thrust Washer 10 Shim
5 Rear Planetary Carrier and Center 11 Snap Ring
Annulus
6 Center Sun Gear/Hollow Shaft,
Rear Sun Gear and F2 Overrunning
Clutch
Figure 12 Output Shaft with Center and Rear Planetary Gear Sets
Lubrication of Mechanical Components
The oil flow and pressure for the Torque Converter Clutch (TCC) and the K2 clutch
are supplied through bores in the input shaft. The oil flow and pressure for the K3
clutch are routed through the output shaft. Also, both shafts are bored for
lubricating oil to internal components. All bearings, planetary gear sets, overrunning
clutches and driving (input) clutches are supplied with oil for lubrication.
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Clutch Operation and Gear Ratios

Applying or releasing one or more of the three input clutches and three brake
clutches hydraulically actuates the gear range selected. The F1 and F2 overrunning
clutch assemblies also are required to obtain the appropriate gear range.
The TCM controls the hydraulic circuits through the actuation of solenoids within the
transmission. The TCM controls accurate pressure application under all driving
conditions which results in quality shifting.
BRAKES (HOLDING CLUTCHES)

Brake (holding clutch) assemblies used in the NAG 1 transmission are all friction
clutches anchored to the transmission case. Brake assemblies are used to hold and
prevent rotation of specific components of the three planetary gear sets to transmit
drive torque.
B1 Brake
The B1 Brake is mounted on the torque converter housing toward the front of the
transmission. The F1 clutch is located and mounted in the K1 clutch hub/front sun
gear shell assembly. The front sun gear is attached to the K1 clutch hub/front sun
gear shell assembly.
The B1 clutch consists of four OD splined single-sided friction discs and four ID
splined single-sided friction discs.
LTD401

2 Front Sun Gear Shell 4 Front Sun Gear (Hidden)
Figure 13 B1 Brake
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1 B1 Clutch Outer Hub 6 Multiple Disc Pack

(with Reaction Shaft Support)
2 B1 Clutch Piston 7 Snap Ring
3 Disc Spring 8 Multi-Use Spring Compressor
(8900)
4 Snap Ring A B1 Clutch Port (Apply Air to
Remove Piston)
5 Disc Spring
Figure 14 B1 Brake Components
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B2 Brake

2 Center and Rear Sun Gear 4 K3 Clutch Shell
Assembly
Figure 15 B2 Brake
The B2 brake is located at the rear of the transmission and houses four double-sided
friction discs and four steel discs.
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B3 Brake
LTD403
1 B3 Brake 2 Rear Carrier and Center Annulus

Gear Assembly
Figure 16 B3 Brake
The B3 brake is located in front of the B2 brake at the rear of the case. The B3 brake
disc pack is comprised of five double-sided friction discs and five steel discs.
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B2 and B3 Brake
1 Snap Ring (Selective) 9 B3 Piston Sealing Ring

2 Multi-Disc Pack 10 B2 Piston
3 Disc Spring (Belleville) 11 Piston Guide Sealing Ring
4 B2 and B3 Piston Guide 12 Piston Guide Sealing Ring
5 O-Ring 13 Piston Guide
6 B3 Piston Sealing Ring (Outer) 14 Piston Back Pressure Disc Spring
7 B3 Piston Sealing Ring (Inner) 15 Spring Plate
8 B3 Piston and B2 Outer Disc 16 Snap Ring
Carrier
Figure 17 B2 and B3 Brake Components
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INPUT CLUTCHES
The input clutch assemblies are used to drive the planetary gear set components by
connecting them to a rotating component, such as an input shaft or another
planetary member.
The NAG 1 transmission employs three input driving clutch assemblies:
• K1 clutch
• K2 clutch
• K3 clutch
K1 Clutch
1 K1 Clutch Hub/Front Sun Gear 3 K1 Clutch

Shell
2 Front Planetary Carrier 4 F1 Overrunning Clutch
Figure 18 K1 Clutch
The K1 clutch is located directly behind the B1 brake. The K1 clutch consists of six
OD splined single-sided friction discs and six ID splined single-sided friction discs.
The K1 input clutch assembly (and front sun gear) rests on the B1 brake assembly.
As with any clutch assembly, the K1 clutch incorporates friction and steel discs, a
piston, piston spring, seals, O-rings and snap rings. In the NAG1 transmission, the
K1 clutch also includes the F1 overrunning clutch.
25
The K1 clutch hub/front sun gear shell houses the K1 clutch and the F1 clutch
(inside front sun gear). The K1 clutch uses a piston and Belleville spring to achieve
proper engagement and disengagement of the clutch assembly.
1 K1 Clutch Hub/ Front Sun Gear 7 Disc Spring

Shell
2 F1 Overrunning Clutch 8 Spring Plate
3 Snap Ring 9 Spring Plate Sealing Ring
4 Outer Disc Carrier Sealing Ring 10 Snap Ring
5 Piston Sealing Ring 11 Snap Ring
6 Piston 12 Multi-Disc Pack
Figure 19 K1 Clutch Assembly
26
K2 Clutch
LTD405
1 Rear Carrier and Center Annulus 2 K2 Clutch

Gear Assembly
Figure 20 K2 Clutch
The K2 clutch is located behind the K1 clutch assembly and is housed with the input
shaft and front annulus gear assembly. The K2 clutch pack contains six double-
sided friction discs and six steel discs.
27
The K2 clutch is shown with the input shaft and front annulus along with the K1
clutch inner disc carrier and integrated front planetary carrier.
1 K1 Inner Disc Carrier with 9 Spring Retainer

Integrated Front Planetary Carrier
2 Thrust Bearing 10 Snap Ring
3 Input Shaft with Front Annulus 11 Disc Spring
and K2 Clutch Assembly
4 Piston Outer Sealing Ring 12 Multi-Disc Pack
5 Piston Inner Sealing Ring 13 Snap Ring
6 Piston 14 Rear Annulus Gear
7 Disc Spring 15 Snap Ring
8 Spring Retainer Seal
28
K3 Clutch
2
1
LTD406
1 Center Sun Gear 3 K3 Clutch

2 Rear Sun Gear
Figure 22 K3 Clutch
The K3 clutch is the rearward most input clutch situated inside and between the B3
brake and B2 brake. The K3 clutch pack consists of five OD single-sided friction
discs and five ID single-sided friction discs.
29
The K3 clutch is shown with internal components.
1 Snap Ring 6 Piston

2 Multi-Disc Pack 7 Piston Sealing Ring
3 Spring Plate 8 K3 Clutch Shell
4 Snap Ring 9 Multi-Use Spring Compressor
(8900)
5 Disc Spring
30
OVERRUNNING CLUTCHES
The F1 and F2 sprag-type overrunning clutches are incorporated into the
transmission to help optimize shift quality. The front F1 overrunning clutch is
supported on the extension of the stator shaft (B1 brake hub) inside the front sun
gear. The rear F2 overrunning clutch (shown below) is located between the center
sun gear (hollow shaft) and the rear sun gear.
1 Center Sun Gear/Hollow Shaft 5 Snap Ring

2 Retaining Ring 6 O-Ring (Two Used)
3 F2 Overrunning Clutch 7 Brass End Faces Out (Toward Oil
Pump) When Installed
4 K3 Clutch Inner Disc Carrier (Hub)
Figure 24 F2 Overrunning Clutch
31
The overrunning clutch optimizes individual gear shifts. The clutches lock the
individual elements of a planetary gear set together or to the transmission housing in
one direction of rotation, causing torque to be transmitted.
When the inner race of the overrunning clutch is locked and the outer race turns
counterclockwise, the sprag-type locking elements adopt a diagonal position to allow
overrunning. The outer race slides over the sprags with minimal friction. When the
rotation of the outer race changes to a clockwise direction, the sprag elements, due to
design contour, stand up and lock the outer race and inner race together. This
effectively holds or drives a member of the planetary gear set.
1 Counterclockwise 5 Gear
2 Clockwise 6 Cage
3 Sprag-Type Locking Element 7 Inner Race
4 Outer Race
Figure 25 Sprag-Type Overrunning Clutch
32
PARK LOCK
LTD468
1 Park Lock Gear 5 Guide

2 Park Lock Pawl 6 Detent Plate
3 Guide Bushing 7 Spring Assembly
4 Park Lock Connecting Rod 8 Cone
Figure 26 Park Lock
The park lock prevents the vehicle from rolling by locking the output shaft to the
case. Placing the shift lever in the Park position engages the park lock. The park
lock assembly consists of a park lock gear, park lock pawl, taper with spring
assembly and a guide.
Engaging the park lock moves the taper between the lock pawl and the guide, forcing
the pawl to engage the park lock gear. The park lock assembly is located on the
transmission output shaft and locks the shaft to the case.
33
OIL PUMP ASSEMBLY
1 B1 Brake Retainer Bolt 4 Oil Pump Retaining Bolt

2 Torque Converter Housing 5 B1 Brake (Holding Clutch)
3 Intermediate Plate 6 Oil Pump Assembly
Figure 27 Oil Pump Assembly
The oil pump assembly supplies fluid under pressure to the transmission hydraulic
circuits and to the torque converter. The version of the gear pump used in the NAG 1
transmission is called a crescent gear pump. The crescent gear pump consists of an
externally toothed gear that meshes with an internally toothed gear inside the pump
housing. The inner gear, driven by the engine through lugs on the rear of the torque
converter, drives the outer gear. A crescent-shaped piece extends into the pumping
chamber and lies between the two gears. The crescent separates the inlet and outlet
ports. As the gears rotate, the clearance increases at the inlet port, creating the low
pressure that allows atmospheric pressure to push in the fluid. The gear teeth carry
the fluid to the outlet port to discharge the fluid under pressure.
The oil pump is mounted in the transmission converter housing. The oil pump can
only be serviced by disassembling the transmission. The bolts securing the oil pump
to the housing are inside the transmission through the B1 brake assembly.
34
PRELIMINARY DIAGNOSIS
The technician should always verify questions related to the concern. The following
are examples of some questions that should be answered when diagnosing a shift
concern:
• When put into gear, is there any delay before engagement?
• What do the shifts feel like?
• Are the shifts smooth without delay?
• Does the engine flare up between gears?
• Is each gear range achieved?
• Did the shift occur at the correct road speed?
Road testing is an important part of the diagnostic process and must not be
overlooked. Drive the vehicle under the same circumstances that the customer
indicated the concern occurred. If the problem occurs when the transmission is cold,
the road test should be performed under these same circumstances. Before road
testing, the transmission should be inspected for leaks or damage, and all linkage
adjustments should be checked and corrected if necessary. When on the road test,
be sure to shift the transmission into all gear positions to verify that the transmission
shifts the way that it is suppose to shift. This will help to determine if what the
customer feels is proper operation.
A visual inspection should also be performed. Check all associated wiring, including
harnesses and connectors. Look for fluid leaks, external damage, and in some cases,
remove the input and output speed sensors to inspect for metal filings on the
magnet. If metal filings are present on the input or output speed sensor magnet, an
internal component may be failing. Contaminated or burnt fluid could be caused by
an internal failure.
All of these inspections and checks must be performed before the transmission is
removed from the vehicle. Line pressure readings cannot be directly measured.
However, calculated oil pressure for line pressure regulation and shift pressure
regulation can be viewed by using the diagnostic scan tool. Fluid condition, fluid
level and checking all connections are all very important in diagnosing transmission
problems and must be performed before the transmission is removed from the
vehicle.
35
Symptom-based diagnostics are an essential part of diagnosing the transmission ―

from preliminary diagnosis to road testing, which includes isolating and repairing the
fault. Diagnostic worksheets have been developed to aid in isolating and identifying
the fault.
Note: It is important during any diagnosis to follow DaimlerChrysler’s
Six-Step Troubleshooting procedure in addition to specific procedures
for correcting electronic transmission problems.
• Verify the customer concern.
• Determine related symptoms.
• Analyze the symptoms.
• Isolate the problem.
• Repair the problem.
• Verify proper operation.
Section two of the check sheet is to be completed by the person making the actual
repair. By following all the steps outlined in the worksheet, you are not only
following a repair path that should isolate the problem, but you are also keeping in
line with the troubleshooting process.
• Verify the customer concern.
• Perform a visual inspection.
• Check the SBs.
• Perform a shift lever test.
• Read the DTCs.
• Flash, if necessary.
• Perform a verification test.
36
TRANSMISSION OIL LEAK DIAGNOSIS

Bell Housing and Torque Converter Leak Points
Possible sources of leaks at the bell housing are:
• If the converter is wet, it is likely a weld seam joint around the outside
diameter or hub weld leak.
• Oil pump leaks can be at the front seal.
• Leak at the 13-pin connector.
Transmission Case Leak Detection Using Dye
Begin with a thorough visual inspection of the transmission, particularly at the area
of the suspected leak. If a fluid leak source is not readily identifiable, use the
following steps listed below:
1. Do not clean or degrease the transmission at this time because some solvents
can cause rubber to swell, temporarily stopping the leak.
2. Add a Mopar®-approved dye to the transmission fluid. Lift the drive wheels off
the ground, start the engine and let the engine idle to rotate the driveshaft.
Allow the engine to idle for 15 minutes. Check the transmission dipstick to
make sure the dye is thoroughly mixed as indicated with a bright yellow color
under a black light.
3. Using a black light, inspect the entire transmission for fluorescent dye,
particularly at the suspected area of the oil leak. Look for the dye in the oil. If
the oil leak is found and identified, repair as necessary.
4. If dye is not observed, drive the vehicle at various speeds for approximately
24 km (15 miles), and repeat the inspection.
37
GEAR TRAIN END PLAY

Gear train end play is a very critical pre-disassembly check to help determine the
condition of the transmission. End play readings greater than specification (larger
gap) indicate that a bearing or thrust plate is either missing, worn or has
disintegrated, in which case there will be debris in the oil pan. End play readings
that are below specification (smaller gap) indicate that a bearing is out of position or
that the transmission might have been previously set-up incorrectly.
Block and support the transmission in a vertical position. Attach the tools as shown
to measure end play. The gear train end play is measured differently when the
transmission is being reassembled. Measure the end play between the park pawl
gear and the end of the housing and between the rear of the bearing contact surface
and the end of the housing. The difference between the two measurements is the
gear train end play. Select the appropriate shim so that the end play is between
0.3–0.5 mm (0.012–0.020 in.).
1 Tool 8266-8 (Part of Set) 3 Tool C-3339

2 Tool 8266-18
Figure 28 Gear Train End Play
FLUID AND FILTER MAINTENANCE

Refer to the vehicle Owners Manual or service information for the appropriate
maintenance schedules.
38
TRANSMISSION FILTER AND VALVE BODY REMOVAL REQUIREMENTS

The transmission oil filter incorporates a plastic filter neck that connects the filter to
the valve body. It is important that the oil filter neck is properly installed through the
valve body seal in the valve body.
1 Valve Body 3 Oil Filter

2 Oil Pan 4 Filter Neck
Figure 29 Valve Body Assembly with Filter
Removing the valve body requires removal of the oil pan. Also on the NAG 1
transmission, the guide bushing (extension between the transmission harness
connector and electro-hydraulic/lead frame unit 13-pin connector) must be removed.
Disconnect the transmission harness connector by rotating the bayonet lock of the
guide bushing. Loosen and pull out the guide bushing. The guide bushing also seals
against the housing to prevent oil from leaking. The guide bushing or electrical
connection on the valve body can break if the bushing is not removed prior to valve
body removal.
FLUID AND FILTER ANALYSIS

During transmission failure analysis, the oil pan and filter provide key information
that should be examined very carefully. As the oil pan is being drained, collect a
portion of the fluid for analysis.
• Does the fluid show any signs of contamination or additives?
• Does the fluid show any signs of aeration?
39
After the oil pan is removed, inspect the oil filter for the following:
• Is the oil filter neck cracked or improperly installed? Cracks in the plastic
housing and neck or a poor fit between the seal and the neck can allow air to
enter the oil pump and aerate the fluid.
• Is the filter contaminated with debris?
1. If the debris appears to contain fibers, it is likely from the clutch discs.
2. If the debris appears to contain metal, it is likely from the thrust plates
or steel from the roller or thrust bearings.
3. If the debris appears to contain rubber/Teflon, it is likely originating in
the valve body or clutch piston seals.
Careful examination of the pan and filter can reveal clues to conditions that the
transmission is experiencing that the Diagnostic Scan Tool might not indicate.
Debris, contamination or aeration can all cause insufficient oil pressure in the
transmission leading to premature transmission failure.
For Shell 3403 oil, a pure brown or black coloring had neither an influence to the
coefficient of friction nor to any other characteristics of the oil. The color of the oil is
no reason for a complaint.
Burnt smelling oil indicates slipping clutch disc assemblies. Replace the appropriate
components and the oil and filter.
When the oil has graphite-mud type abrasions in it, or there are 1 mm or larger chips
in the oil pan, mechanical damage has occurred in the transmission. Based on the
complaint, replace the corresponding components or the transmission as necessary.
When a repair is possible, the transmission, oil cooler and lines must be cleaned and
flushed and the oil and filter replaced.
Fluid Type
Mopar® ATF+4 (Type 9602) Automatic Transmission Fluid is the recommended
transmission fluid when servicing the NAG 1 transmission used in domestic version
transmissions. Using ATF+4 ensures optimum transmission performance. The
prescribed fluid level must be maintained.
Shell 3403 must be used in Sprinter, Crossfire and Mercedes Benz versions of the
NAG 1 transmission. The transmission is calibrated to use Shell 3403 fluid, rather
than ATF+4.
40
TRANSMISSION HOUSING
The torque converter (bell) housing and transmission housing (case) are made from a
light alloy. The two housings are bolted together and centered by the outer disc
carrier of the B1 brake (holding clutch). A coated intermediate plate provides sealing
between the housings. Both the B1 clutch and the oil pump are bolted to the torque
converter housing. The stator shaft is pressed into the B1 clutch outer retainer and
prevented from rotating by splines. The valve body is in the conventional location
and secured to the transmission case. The oil pan seals the closure and provides an
oil sump.
The NAG 1 transmission is unusual in that after removing the oil pan and valve body,
the transmission is placed on the bell housing and the transmission housing is
unbolted and lifted off the torque converter housing. As the housing is lifted off, the
internal components are left resting on the torque converter housing.
Caution: The rear output shaft bearing must be removed using special tools
before lifting the transmission housing from the torque converter
housing. If the bearing is left in place when removing the
transmission housing, a portion of the internal components can be
lifted off with the housing and potentially fall from the housing
causing personal injury and/or damage to the transmission.
41
VALVE BODY
Use a speed wrench while removing the valve body-to-case bolts. This is done to
ensure the bolts have not lost the required torque. Loss of torque on a bolt can allow
transmission fluid to leak into an adjacent passageway and cause the transmission
to go into Limp-In Mode or cause a poor or late shift. After the valve body removal,
inspect the seals, gaskets and valve body-to-case surfaces for damage.

6 Clamping Element 12 Guide Bushing
(Extension-to-Valve Body Connector)
42
Valve, Check Ball and Strainers

The 12 check balls (eight steel and four plastic) used in the NAG 1 transmission are
located in the cast pockets in the underside of the valve body just below the
separator plate. Check balls need to be inspected very carefully for creases or
irregularities. Slight irregularities on a check ball can cause intermittent problems.
Remove and install the valve body with the separator plate and transfer plate
attached, to prevent the check balls from falling out of the cast pockets in the valve
body. It is very important in diagnosis to know which check ball came from which
pocket. Use the hydraulic flow diagrams in the service information to determine
which gears are affected by a particular leaking check ball.
Also, note the positions of any strainers associated with the solenoid valves. The
strainers are located in both halves of the valve body.
LTD502
1 Steel Check Balls 4 Pressure Feed Valve

2 Central Strainer 5 Plain Dowel Pin
3 Plastic Check Balls 6 TCC Solenoid Valve Strainer
Figure 31 Valve Body Check Ball and Strainer Locations
Note: During reassembly, check balls should only be retained using Vaseline®
or Trans-Jel. DO NOT use inappropriate greases (such as wheel bearing
or white lithium grease).
43
Solenoid Valves
The solenoid valves are located in the upper valve body connected to the lead frame
which provides electrical connection to the 13-pin connector. The solenoid valves are
sealed to the valve body using O-rings. A strainer is located under each solenoid
valve to protect the valve from contamination.
1 Solenoid Valve Cap 8 3–4 Shift Solenoid Valve

2 Solenoid Valve Cap 9 TCC Solenoid Valve
3 Bolt (M6X32) 10 1–2/4–5 Shift Solenoid Valve
4 Bolt (M6X30) 11 2–3 Shift Solenoid Valve
5 Leaf Spring 12 Lead Frame
6 Modulating Pressure Solenoid 13 Upper Valve Body (Shift Plate)
Valve
7 Shift Pressure Regulating Solenoid
Valve
Figure 32 Solenoid Valve Locations
44
AIR PRESSURE TESTING

Using controlled regulated air pressure instead of fluid pressure, the clutch pistons
can be tested for large leaks by listening for the sound of air escaping past a piston
seal if the seal is leaking. By removing the valve body and using the appropriate port,
each clutch piston can be actuated. While applying air pressure to the port, the
piston moves and compresses the clutch pack. If a seal is leaking, air is heard
leaking past the piston. Testing can be done with the transmission in the vehicle or
on the work bench.
Perform the following steps when air pressure testing the clutches:
• Remove the transmission oil pan and valve body.
• Apply air pressure to the ports one at a time.
Note: The compressed air supply must be free of all dirt and moisture. Use a
pressure no greater than 30 psi.
• Listen for the clutch to apply (heard as a slight thud sound). If a large amount
of air is heard escaping, the transmission must be removed from the vehicle,
disassembled and all seals inspected.
Note: Each clutch includes a bleed orifice and so a small amount of air
leakage is normal.
45
1 K1 Clutch Apply Port 5 B3 Clutch Apply Port

2 B1 Clutch Apply Port 6 B2 Clutch Counter-Pressure Port
(Do Not Air Test This Port)
3 K2 Clutch Apply Port 7 K3 Clutch Port
4 Torque Converter Clutch Apply Port 8 B2 Clutch Apply Port
Figure 33 Clutch Pressure Ports
46
TORQUE CONVERTER
The Torque Converter Clutch (TCC) is hydraulically operated and electronically
controlled. The TCC consists of a piston and friction discs that provide a mechanical
link between the impeller and turbine. When pressure is applied to the rear of the
TCC piston, TCC engagement is obtained. The NAG 1 torque converter clutch is
never fully engaged. The TCC when engaged, is always slipping at a rate of
somewhere between 5% and 95%. This reduces excess heat build-up, engine
vibration and pulse transmission through the torque converter and improves fuel
economy.
TCC operation can be activated in 5th, 4th or 3rd gear ranges, depending on
transmission model, application, shift lever position, transmission temperature and
other factors.
The hub of the torque converter housing drives the transmission oil pump at engine
speed.
Caution: The torque converter must be replaced if a transmission failure
resulted in large amounts of metal or fiber contamination in the
fluid.
1 Turbine 6 Torque Converter Clutch Piston

2 Impeller 7 Torque Converter Cover (Shell)
3 Stator 8 Internal-Toothed Disc Carrier
4 Input Shaft 9 Clutch Disc Set
5 Reaction Shaft/Stator Support 10 External-Toothed Disc Carrier
Figure 34 Torque Converter
47
BRAKE (HOLDING) CLUTCHES

B2 and B3 Brake Clutches
The B2 and B3 brake clutches are removed along with the transmission housing.
With the case horizontal, remove the snap ring (selective) retaining the B3 brake
clutch components. Remove the B3 clutch discs and reaction plate. Remember to
tag the clutch components for reassembly. The B3 piston is also the B2 outer disc
carrier. To remove the B2 clutch and components, remove the two retaining bolts
located in the rear valve body area of the case.
1 Snap Ring 9 B3 Piston Sealing Ring

2 Multiple Disc Pack 10 B2 Piston
8 B3 Piston and B2 Outer Disc Carrier 16 Snap Ring
Figure 35 B2 and B3 Brake Clutch Components
48
B1 Brake Clutch
The B1 brake clutch assembly is secured to the torque converter housing from the
outside with 11 bolts. The oil pump assembly is retained from the inside through the
B1 brake. Remove the oil pump bolts to remove both the oil pump and the B1 brake
assembly. With the B1 brake assembly removed, the separator plate can be lifted
from the torque converter housing. Special tools are used to disassemble the B1
brake. With the B1 brake selective snap ring, disc pack and spring removed, a
multiple use spring compressor (8900) is used to remove the B1 piston snap ring.
Remove the spring and then, blow the piston out using 20 psi air pressure at the port
(A) shown.
1 B1 Clutch Outer Hub 6 Multiple Disc Pack

(With Reaction Shaft Support)
2 B1 Clutch Piston 7 Snap Ring
3 Disc Spring 8 Multiple-Use Spring Compressor
(8900)
4 Snap Ring A B1 Clutch Port (Apply Air to
Remove Piston)
5 Disc Spring
Figure 36 B1 Brake Clutch Components
49
INPUT CLUTCHES
K1, K2 and K3 Input Driving Clutches
The input clutch and gear set assemblies are stacked on top of each other when the
transmission is resting on the torque converter housing. The first to be removed is
the output shaft, center and rear planetary gear sets and the K3 input clutch. The
K2 input clutch, front planetary gear set and the input shaft come next. The K1
input clutch assembly (and front sun gear) rests on the B1 brake assembly. Remove
the components one by one. Note the orientation and positions of any thrust bearing
and thrust washers.
1 K1 Clutch 5 Thrust Washer

2 K1 Clutch Hub/Front Sun Gear 6 K2 Clutch, Front Planetary Gear
Shell Set and Input Driving Shaft
3 K3 Clutch, Output Shaft, Center 7 Teflon Sealing Rings
and Rear Planetary Gear Sets
4 Thrust Bearing
Figure 37 Input Clutches K1, K2 and K3 and Gear Set Components
50
The overrunning clutches F1 and F2 are installed in the front planetary gear set
between the sun gear and the reaction shaft (F1) and between the rear planetary gear
set sun gear (F2) and center planetary gear set sun gear through the hollow shaft.
The overrunning clutches either lock two gear set components together or hold
components to the case. When removing these clutches, note their orientation and
position for reassembly purposes. These clutches can be removed as assemblies.
1 Hollow Shaft 5 Snap Ring

2 Retainer Ring 6 O-Rings (2)
4 K3 Clutch Inner Disc Carrier and
Rear Planetary Sun Gear
Figure 38 F2 Overrunning Clutch Location
51
OIL PUMP
The oil pump is a gear-type pump (with a half-moon crescent between the inner and
outer gears). The oil pump delivers the same amount of fluid with each revolution
regardless of rotation speed and is referred to as a positive displacement pump. As
oil pump speed increases, oil pump volume increases. The flange (hub) on the torque
converter drives the inner gear of the oil pump. So effectively, when the engine is
running, the oil pump is running (via the torque converter). The oil pump is mounted
in the transmission converter housing. This oil pump can only be serviced by
disassembling the transmission. The bolts securing the oil pump to the housing are
inside the transmission through the B1 brake assembly. A dowel pin in the B1 brake
assembly aligns the B1 brake and intermediate plate to the torque converter housing.
1 B1 Brake Retainer Bolt 4 Oil Pump Retaining Bolt

2 Torque Converter Housing 5 B1 Brake (Holding Clutch)
3 Intermediate Plate 6 Oil Pump Assembly
Figure 39 Oil Pump Assembly
52
PARK LOCK GEAR

The park lock gear is located on the output shaft. When Park position is selected, the
park pawl is engaged with the park lock gear to prevent the transmission output
shaft from turning. Remove the components as necessary noting the orientation and
position of the components.
LTD468
1 Park Lock Gear 5 Guide

2 Park Lock Pawl 6 Detent Plate
3 Guide Bushing 7 Spring Assembly
4 Park Lock Connecting Rod 8 Cone
Figure 40 Park Lock Gear
53
PLANETARY GEARS IDENTIFICATION AND EVALUATION

Pinion, Gears and Carriers
The input shaft and K2 input clutch assembly rests inside the K1 clutch and integral
front planetary gear set. A thrust bearing isolates the two assemblies. The front
planetary annulus gear is the primary input to the transmission and is part of the K2
input clutch assembly. The output shaft is integral with the center planetary pinion
carrier and as its name implies, is the output of the transmission. The K3 clutch is
located on the output shaft and the remaining center and rear planetary gear set
components. The output shaft uses several Teflon seals to isolate lubrication and
clutch apply ports. Inspect all seal rings, snap rings, thrust washers and bearings.
Inspect the overrunning clutches and associated surfaces for wear grooves or other
damage.
It is difficult to isolate the three planetary gear sets from the input clutches and
holding clutches that drive or lock the gear set components. Some of the gear set
components can be both held or driven depending on which clutch is applied. As an
example, the center annulus gear and the rear carrier assembly are driven be the K2
clutch, but also held by the B3 clutch when necessary.
54
Inspect the gears for noticeable wear, galling, chipped teeth or other damage. Inspect
the pinion gears, thrust washers and pins of the carrier assemblies. Check for any
loose snap rings associated with the assembly. Obviously damaged gear sets and
associated components should be replaced.
1 K1 Clutch 5 Thrust Washer

2 K1 Clutch Hub/Front Sun Gear 6 K2 Clutch, Front Planetary Gear
Shell Set and Input Driving Shaft
3 K3 Clutch, Output Shaft, Center and 7 Teflon Sealing Rings
Rear Planetary Gear Sets
4 Thrust Bearing
Figure 41 Input Clutches and Gear Set Components
55
Notes:
56
MODULE 3 TRANSMISSION POWERFLOW
Figure 42 Clutch Layout
GEAR RATIOS AND CLUTCH APPLICATION

Table 4 Gear Ratios and Clutch Application
GEAR RATIO B1 B2 B3 K1 K2 K3 F1 F2
1 3.59 A(1) A A(1) H H
2 2.19 A A A(1) OR H
3 1.41 A A A OR OR
4 1.0 A A A OR OR
5 0.83 A(1) A A H OR
N — A A OR OR
R 3.16 A(1,3) A A H(3) OR
R(2) 1.93 A A A OR OR
(1) Clutches required for engine braking during deceleration.
(2) When in four-wheel-drive Low (if equipped) or Winter Mode (if equipped).
(3) Required for normal reverse ratio.
A = Applied, H = Holding, OR = Overrunning
57
FIRST GEAR
All three planetary gear sets are used to provide the gear reduction for first gear.
Clutches B1, K3 and B2 are applied and overrunning clutches F1 and F2 are holding
during acceleration.
Figure 43 First Gear
58
A1 Front Annulus Gear C3 Rear Planetary Carrier

A2 Center Annulus Gear S1 Front Sun Gear
A3 Rear Annulus Gear S2 Center Sun Gear
C1 Front Planetary Carrier S3 Rear Sun Gear
C2 Center Planetary Carrier
Figure 44 First Gear Schematic
First Gear Powerflow
Front Gear Set
The front annulus gear is driven by the input shaft. The front sun gear is held by the
B1 brake. The F1 overrunning clutch holds the front sun gear while accelerating.
The front pinions and carrier walk around the held front sun gear.
Rear Gear Set
The rear annulus gear is driven by the front planetary carrier. The rear sun gear is
held by the K3 clutch and the B2 brake. The F2 overrunning clutch holds the rear
sun gear during acceleration. The rear pinions and carrier walk around the held rear
sun gear.
Center Gear Set
The center annulus gear is driven by the rear pinion carrier. The center sun gear is
held by the B2 brake. The center pinions and carrier walk around the held center
sun gear to drive the output shaft.
59
D (1st) Acceleration
• Input shaft drives front annulus gear
• F1 holds front sun
• F2 holds center sun gear and rear sun gear together
• B2 holds center sun gear
D (1st) Deceleration (Engine Braking)
• K3 holds center sun gear and rear sun gear together (both directions)
• B1 holds front sun gear
SECOND GEAR
The front gear set provides direct drive while the rear and center gear sets provide the
gear reduction. K1, K3 and B2 clutches are applied and F2 overrunning clutch holds
during acceleration.
Figure 45 Second Gear
60

Figure 46 Second Gear Schematic
Second Gear Powerflow
Front Gear Set
The front annulus gear is driven by the input shaft. The front sun gear and front
carrier are held together by the K1 clutch, preventing the front pinions from rotating.
The front carrier is driven at input shaft speed.
Rear Gear Set
The rear annulus gear is driven by the front carrier at input shaft speed. The rear
sun gear is held by the K3 clutch and B2 brake. The F2 overrunning clutch holds
the rear sun gear during acceleration. The rear pinions and carrier walk around the
held rear sun gear.
Center Gear Set
The center annulus gear is driven by the rear pinion carrier. The center sun gear is
held by the B2 brake. The center pinions and carrier walk around the held center
sun gear to drive the output shaft.
61
D (2nd) Acceleration
• K1 locks front sun gear and front carrier together for a 1:1 ratio through the
front planetary gear set
• F2 holds the center sun gear and rear sun gear together
• B2 holds center sun gear
D (2nd) Deceleration
• K3 holds the center sun gear and rear sun gear together (both directions)
THIRD GEAR
The front and rear gear sets provide direct drive while the center gear set provides the
gear reduction. K1, K2 and B2 clutches are applied.
Figure 47 Third Gear
62

Figure 48 Third Gear Schematic
Third Gear Powerflow
Front Gear Set
Rear Gear Set
The rear annulus gear is driven by the front pinion carrier at input shaft speed. The
rear carrier is driven by the K2 clutch at input shaft speed, preventing the rear
pinions from rotating. The rear carrier is driven at input shaft speed.
Center Gear Set
The center annulus gear is driven by the rear carrier and K2 clutch at input shaft
speed. The center sun gear is held by the B2 brake. The center pinions and carrier
walk around the held center sun gear to drive the output shaft.
63
D (3rd) Acceleration
• Input shaft drives the front annulus gear
• K1 locks the front sun gear and front planetary carrier together for a ratio of
1:1 through the front planetary gear set
• K2 drives the center annulus gear and the rear planetary carrier
• B2 holds the center sun gear
D (3rd) Deceleration
• Not applicable, engine braking is provided
FOURTH GEAR (DIRECT DRIVE)

All three gear sets provide direct drive. K1, K2 and K3 clutches are applied.
Figure 49 Fourth Gear
64

Figure 50 Fourth Gear Schematic
Fourth Gear Powerflow
Front Gear Set
The front annulus gear is driven by the input shaft. The K1 clutch holds the front
sun gear and front carrier together, preventing the front pinions from rotating. The
front carrier is driven at input shaft speed.
Rear Gear Set
The rear annulus gear is driven by the front pinion carrier at input shaft speed. The
rear carrier is driven by the K2 clutch at input shaft speed, preventing the rear
pinions from rotating. The rear carrier is driven at input shaft speed.
Center Gear Set
The center annulus gear is driven by the rear carrier and K2 clutch at input shaft
speed. The center sun gear is driven by the rear sun gear through the K3 clutch at
input shaft speed, preventing the pinions from rotating. The center carrier drives the
output shaft.
65
D (4th) Acceleration
• K1 locks the front sun gear and front carrier together for a 1:1 ratio through
the front planetary gear set
• K2 drives the center annulus and rear planetary carrier
• K3 holds the center sun gear and rear sun gear together (both directions)
D (4th) Deceleration
• Not applicable, engine braking is provided
FIFTH GEAR (OVERDRIVE)

All three planetary gear sets are used to provide fifth gear ratio. B1, K2 and K3
clutches are applied and F1 overrunning clutch holds during acceleration.
Figure 51 Fifth Gear
66

Figure 52 Fifth Gear Schematic
Fifth Gear Powerflow
Front Gear Set
B1 brake. The F1 overrunning clutch holds the front sun gear during acceleration.
The front pinions and carrier walk around the held sun gear at a reduced speed.
Rear Gear Set
The rear annulus gear is driven by the front pinion carrier at a reduced speed. The
rear carrier is driven by the K2 clutch at input shaft speed. The rear pinions walk
around the inside of the rear annulus gear. The rear sun gear is driven in overdrive.
Center Gear Set
The center annulus gear is driven by the K2 clutch at input shaft speed. The center
sun gear is driven by the rear sun gear through the K3 clutch, which is being driven
in overdrive. The center sun gear drives the center pinions at a reduced speed. The
center pinions walk around the inside of the center annulus gear. Even though the
center carrier is driven at a reduced speed, the center and rear sun gears are forcing
the center carrier and output shaft to rotate faster than the input shaft to provide an
overdrive ratio.
67
D (5th) Acceleration
• F1 holds front sun gear (one direction)
• K2 drives center annulus and rear planetary carrier
• K3 locks the center sun gear and rear sun gear together
D (5th) Deceleration
• B1 holds front sun gear in both directions
REVERSE (NORMAL/STANDARD MODE)

All three gear sets are used to achieve normal reverse gear ratio. B1, B3 and K3
clutches are applied and F1 overrunning clutch holds during acceleration.
Figure 53 Normal Reverse Gear
68

Figure 54 Normal Reverse Gear Schematic
Normal Reverse Gear Powerflow
Front Gear Set
B1 brake. The F1 overrunning clutch holds the front sun gear during acceleration.
The front pinions and carrier walk around the held front sun gear.
Rear Gear Set
The rear annulus gear is driven by the front carrier. The rear carrier is held by the
B3 brake. The rear pinions drive the rear sun gear in a reverse direction.
Center Gear Set
The center sun gear is driven by the rear sun gear through the K3 clutch. The center
annulus gear is held by the B3 brake. The center pinions walk around the inside of
the held annulus gear to drive the center carrier and output shaft in reverse.
69
Normal Reverse Acceleration

• F1 holds front sun gear (one direction)
• K3 locks the center sun gear and rear sun gear together
• B3 holds the rear planetary carrier/center annulus gear
Normal Reverse Deceleration
• B1 holds front sun gear (both directions)
REVERSE 1 (4X4 LOW OR WINTER MODE)

The front gear set provides direct drive while the rear and center gear sets provide the
reverse gear ratio for 4X4/winter mode. K1, B3 and K3 clutches are applied.
Figure 55 Reverse 1 Gear
70

Figure 56 Reverse 1 Gear Schematic
Reverse 1 Gear Powerflow
Front Gear Set
Rear Gear Set
carrier is held by the B3 brake. The rear sun gear is driven by the rear pinions in a
reverse direction.
Center Gear Set
The center sun gear is driven by the rear sun gear through the K3 clutch. The center
annulus gear is held by the B3 brake. The center pinions walk around the inside of
the held center annulus gear to drive the center carrier and output shaft in reverse.
71
Reverse 1 Acceleration
• B3 holds rear planetary carrier/center annulus gear
• K3 holds the center sun gear and rear sun gear together
• K1 locks front sun gear to front carrier (front planetary gear set is 1 to 1)
Reverse 1 Deceleration
• Not applicable
NEUTRAL (STANDARD MODE)

No power flows to the output shaft. B1 and K3 clutches are applied.

Figure 57 Standard Neutral Schematic
72
Neutral (Standard Mode)

Front Gear Set
B1 brake in preparation for first or reverse. The front pinions and carrier walk
around the held sun gear.
Rear Gear Set
The rear annulus gear is driven by the front carrier. The rear carrier is free to rotate.
The rear sun gear is also free to rotate.
Center Gear Set
There is no input member for the center gear set because no power flow has been
transmitted from the rear gear set. The K3 clutch is applied to hold the rear and
center sun gears together in preparation for first or reverse and are not held to the
case by the B2 brake.
NEUTRAL (DEFAULT MODE)

No power flows through the gear sets. K1 and K3 clutches are applied.

Figure 58 Neutral (Default Mode) Schematic
73
Neutral (Default Mode)

Front Gear Set
The front annulus is driven by the input shaft. The K1 clutch is applied to hold the
front sun gear and front carrier together. The front carrier is driven at input shaft
speed in preparation for default second or normal reverse.
Rear Gear Set
carrier is free to rotate. The rear sun gear is also free to rotate.
Center Gear Set
There is no input member for the center gear set because no power flow has been
transmitted from the rear gear set. The K3 clutch is applied to hold the rear and
center sun gears together in preparation for default second or standard reverse and
are not held to the case by the B2 brake. To achieve 2nd gear in Limp-in Mode, the
B2 brake is energized by the position of the manual valve.
74
Notes:
75
Notes:
76
MODULE 4 MAJOR COMPONENT SERVICE
OIL PUMP
The oil pump can only be serviced by disassembling the transmission. When
installing the pump external gear, the chamfer on the gear faces the pump housing.
A machining mark on the pump gears is not significant for pump gear timing or
orientation.
1 External Gear 5 Oil Pump Housing

2 Internal Gear 6 Crescent
3 Inlet Chamber Gear Chamfer Faces Pump
Housing (See Heavy Arrow)
4 Outlet (Pressure) Chamber
Figure 59 Oil Pump Assembly Gear Installation
77
Measure the dimensions of the gears and housing bore to determine the extent of
pump wear and the need for replacement. Inspect for any signs of wear such as
pitting, scoring, grooves or any other damage.
Table 5 Oil Pump Measurements
MEASUREMENT DIMENSIONS
Average Thickness of Gears 12.77 mm (0.503 in.)
Average Depth of Gear Bore 12.817 mm (0.505 in.)
Average ID of Gear Bore 87.0375 mm (3.427 in.)
Average OD of External Gear 86.94 mm (3.423 in.)
Average OD of Internal Gear 66.20 mm (2.606 in.)
The oil pump has an inner seal (seals torque converter hub) and an outer seal (seals
pump housing to torque converter housing). Use seal installer 8902A to properly
install the inner hub-to-pump seal. Note the orientation of the outer seal for proper
installation.
78
Notes:
79
VALVE BODY

6 Clamping Element 12 Guide Bushing (Extension to Valve
Body Connector)
80
Solenoid Valve Testing

The solenoid valves are located in the upper valve body under the lead frame which
provides electrical connection to the 13-pin connector. The solenoid valves are sealed
to the valve body using O-rings. A strainer is located under each solenoid valve to
protect the valve from contamination. Each solenoid can be checked using a DMM to
check the resistance value of the solenoids. To replace a defective solenoid, first
remove the solenoid valve protective cap and then remove the bolt and leaf spring
securing the solenoid valve to the valve body.
1 Solenoid Valve Cap 8 3–4 Shift Solenoid Valve

2 Solenoid Valve Cap 9 TCC Solenoid Valve
3 Bolt (M6X32) 10 1–2/4–5 Shift Solenoid Valve
4 Bolt (M6X30) 11 2–3 Shift Solenoid Valve
5 Leaf Spring 12 Lead Frame
6 Modulating Pressure Solenoid 13 Upper Valve Body (Shift Plate)
Valve
7 Shift Pressure Regulating Solenoid
Valve
Figure 61 Solenoid Valve Locations
81
To check a solenoid with the transmission installed in the vehicle, disconnect the
13-pin harness connector from the connector extension guide. Locate the
appropriate pin numbers for the suspect solenoid valve and measure the resistance
of the solenoid windings. Also check for a short to ground.
Table 6 Solenoid Valve Resistance Values
SOLENOID VALVE OHMS RESISTANCE 20–23°C (68–73°F)
1–2/4–5 Shift (On/Off) 4.0
2–3 Shift (On/Off) 4.0
TC Clutch (Modulating) 2.5
Shift Pressure Regulating (Variable 5.0
Force)
Line Pressure (Variable Force) 5.0
Valve Identification
Each valve in the upper and lower valve body halves has a specific purpose and is
named for the function the valve performs. For example, the 2–3 shift pressure shift
valve activates the 2–3 upshift or the 3–2 downshift.
Valve, Check Ball and Strainers
The 12 check balls (eight steel and four plastic) used in the NAG 1 transmission are
located in the cast pockets in the underside of the valve body just below the
separator plate. Check balls need to be inspected very carefully for creases or
irregularities. Slight irregularities on a check ball can cause intermittent problems.
Remove and install the valve body with the separator plate and transfer plate
attached, to prevent the check balls from falling out of the cast pockets in the valve
body. It is very important in diagnosis to know which check ball came from which
pocket. Use the hydraulic flow diagrams in the service information to determine
which gears are affected by a particular leaking check ball.
Also, note the positions of any strainers associated with the solenoid valves. The
strainers are located in both halves of the valve body.
82
INPUT CLUTCHES
K1 Input Clutch
Evaluate the components as you disassemble the clutch to determine replacement
needs. Remove or install the F1 overrunning clutch, paying attention to orientation
and direction. Notice the outer disc carrier and piston sealing rings are chamfered.
The chamfer faces outward. Remove the selective clutch pack snap ring and multi
disc clutch pack. A special multi-use spring compressor (8900) is used to compress
the piston spring enough to expose the snap ring for removal.
After the K1 clutch has been serviced, clutch pack clearance must be checked.
Clutch pack clearance is adjusted by use of a selective snap ring. When checking
clearance, a special press tool (8901) is used to apply pressure to the disc pack. The
tool is designed to apply the correct amount of pressure by aligning marks on the
tool. With the clutch assembled, position the press tool into the clutch. Position the
assembly into the shop press and apply pressure until the marks of the tool are
aligned. Measure clutch pack clearance using a feeler gauge. Take at least three
measurements and average the results. If clearance requires adjustment, obtain the
correct selective snap ring, install the snap ring and recheck clearance.
1 Steel Disc (One) 1.8 mm (0.071 in.) 6 Friction Discs (Six)

2 Steel Disc (Five) 2.8 mm (0.110 in.) 7 Clutch Spring
3 Steel Disc (One) 4.0 mm (0.158 in.) 8 Clutch Piston
4 K1 Clutch Hub L Clutch Pack Clearance Measured
Between Outer Disc and Selective
5 Selective Snap Ring
Snap Ring
Figure 62 K1 Input Clutch Stack-Up
83
K2 Input Clutch
The K2 clutch, when applied, drives the center annulus gear and the rear planet
carrier. The outer disc carrier of the K2 clutch is part of and rotates at input shaft
speed.
piston, piston spring, seals, O-rings and snap rings. Evaluate the components as
you disassemble the clutch to determine replacement needs. Notice the inner and
outer piston sealing rings are chamfered. The chamfer faces outward. Remove the
selective clutch pack snap ring and multi-disc clutch pack. A special multi-use
spring compressor (8900) is used to compress the piston spring enough to expose the
snap ring for removal.
1 Clutch Spring 6 Selective Snap Ring

2 Steel Disc (One) 1.8 mm (0.071 in.) 7 Friction Discs (Six)
3 Steel Disc (Five) 2.8 mm (0.110 in.) 8 Clutch Piston
4 Steel Disc (One) 4.0 mm (0.158 in.) L Clutch Pack Clearance Measured
5 K2 Clutch Outer Disc Carrier
Snap Ring
84
K3 Input Clutch
The K3 clutch, when applied, locks the center sun gear and the rear sun together.
piston, piston spring, seals, O-rings and snap rings. Evaluate the components as
you disassemble the clutch to determine replacement needs. Notice the piston
sealing ring is chamfered. The chamfer faces outward. Remove the selective clutch
pack snap ring and multi-disc clutch pack. A special multi-use spring compressor
(8900) is used to compress the piston spring enough to expose the snap ring for
removal.
1 Outer Disc Carrier 6 Clutch Piston

2 Steel Disc (One) 4.0 mm (0.158 in.) 7 Friction Discs (Five)
3 Steel Disc (Five) 2.8 mm (0.110 in.) 8 Selective Snap Ring
4 Steel Disc (One) 1.8 mm (0.071 in.) L Clutch Pack Clearance Measured
5 Disc Spring
Snap Ring
85
BRAKE (HOLDING) CLUTCHES

B2 and B3 Brake Clutches
The B2 and B3 brake clutches are removed along with the transmission housing.
With the case horizontal, remove the snap ring (selective) retaining the B3 brake
clutch components. Remove the B3 clutch discs and reaction plate. Remember to
tag the clutch components for reassembly. The B3 piston is also the B2 outer disc
carrier. To remove the B2 clutch and components, remove the two retaining bolts
located in the rear valve body area of the case.
1 Snap Ring (Selective) 9 B3 Piston Sealing Ring

2 Multiple Disc Pack 10 B2 Piston
8 B3 Piston and B2 Outer Disc 16 Snap Ring
Carrier
Figure 65 B2 and B3 Brake Clutch Components
86
After the B2 brake has been serviced, clutch pack clearance must be checked.
1 Outer Disc Carrier 6 Steel Disc (Four) 1.8 mm (0.071 in.)

2 Friction Discs (Five) 7 Steel Disc (One) 6.5 mm (0.256 in.)
3 Disc Spring 8 Selective Snap Ring
4 Clutch Piston L Clutch Pack Clearance Measured
5 Steel Disc (One) 1.8 mm (0.071 in.)
Snap Ring
Figure 66 B2 Brake Clutch Stack-Up
The B3 brake clutch is checked and adjusted similar to the input and other brake
clutches. However, the B3 brake clutch must be assembled into the transmission
housing to be checked and measured.
87
B1 Brake Clutch
The B1 brake clutch assembly is secured to the torque converter housing from the
outside with 11 bolts. The oil pump assembly is retained from the inside through the
B1 brake. Remove the oil pump bolts to remove both the oil pump and the B1 brake
assembly. With B1 brake assembly removed, the separator plate can be lifted from
the torque converter housing. Special tools are used to disassemble the B1 brake.
With B1 brake selective snap ring and disc pack and spring removed, a multiple use
spring compressor (8900) is used to remove the B1 piston snap ring. Remove the
spring and then, blow the piston out using 20 psi air pressure at the port (A) shown.
After the B1 clutch has been serviced, clutch pack clearance must be checked.
1 Disc Spring 6 Selective Snap Ring

2 Steel Disc (One) 1.8 mm (0.071 in.) 7 Friction Discs (Four)
3 Steel Disc (Three) 2.8 mm (0.110 in.) 8 Clutch Piston
4 Steel Disc (One) 4.0 mm (0.158 in.) Opposing Arrows Indicate Clutch
Pack Clearance Measured Between
5 Outer Disc Carrier
Outer Disc and Selective Snap Ring
Figure 67 B1 Brake Clutch Stack-Up
88
The F1 overrunning clutch is installed in the front planetary gear set between the sun
gear and the reaction shaft (F1). The F2 overrunning clutch is located between the
rear planetary sun gear and center planetary sun gear via the hollow shaft. The
overrunning clutches either lock two gear set components together or lock
components to the case. When removing these clutches note their orientation and
position for reassembly purposes. These clutches can be removed as assemblies.
1 Hollow Shaft 5 Snap Ring

2 Retainer Ring 6 O-Rings (2)
4 K3 Clutch Inner Disc Carrier and
Rear Planetary Sun Gear
Figure 68 F2 Overrunning Clutch Location
89
Notes:
90
MODULE 5 TRANSMISSION REASSEMBLY
The importance of using all of the appropriate service information cannot be

overemphasized. Always follow the repair and assembly procedures for both the
individual components of the transmission and the transmission itself. Pay careful
attention to the requirements, specifications and adjustments of each component.
Do not be in a hurry when disassembling or reassembling the transmission.
Accuracy and speed come with familiarity. Attention to all details of each
subcomponent and the component’s individual parts provides clues to repairing the
transmission failure. During assembly, are all thrust washers/bearings, needle
bearings and seals correctly installed and fully seated? Make sure to properly tighten
fasteners to the recommended torque value. Lubricate all components during
assembly and installation. Presoak any new clutch friction discs using the
recommended transmission oil.
Assembling the transmission methodically, following the service information the first
few times, greatly enhances the successful repair of the transmission.
REASSEMBLY
Install the park lever shaft and all parking assembly components.
B2 and B3 Brake Installation
Assemble the transmission housing components. Install the park lock gear. Install
the B2 brake assembly while orienting the bolt holes to install the retaining bolts.
Buildup the B3 brake inside the case. Remember to check and adjust the B3 clutch
pack clearance. With the preliminary case components installed, set the assembly
aside.
Torque Converter Housing, B1 Brake and Oil Pump
Place the rubberized intermediate (separator) plate onto the torque converter (bell)
housing, making sure to align all bolt holes and fluid passages (do not use any
sealant on this plate). Install the B1 clutch assembly to the torque converter
housing, aligning the locating dowel pin through the plate and into the housing.
Install the B1 brake assembly fasteners and tighten to specification.
Flip the torque converter housing and install the oil pump, aligning the bolt holes
and fluid passages. Install the oil pump fasteners through the B1 brake and into the
pump. Tighten the oil pump bolts to specification. Install a new torque converter
hub seal into the oil pump, using seal installer 8902A.
K1 Input Clutch
Place the torque converter housing on the bench to begin installing the gear train and
driving clutches. Support the housing with blocks to provide clearance for the input
and reaction shafts.
91
Install the K1 clutch assembly (includes front planetary carrier, sun gear and F1
overrunning clutch) over the B1 brake. Make sure that the thrust washer is installed
and the K1 input clutch oil passage in the hub is clear. Make sure all B1 brake
friction discs are engaged. Make sure the next thrust washer is installed.
Input Shaft, Front Annulus and K2 Input Clutch Assembly
Make sure the two Teflon seals are installed on the input shaft. Install the input
shaft and K2 input clutch assembly over the K1 input clutch assembly. Engage the
front annulus gear with the front carrier pinions to the fully seated position. Make
sure the thrust bearing is in place.
Install the rear annulus gear and snap ring onto the K1 clutch inner hub and front
carrier assembly to hold in the input shaft assembly.
Output Shaft and Gear Set Assembly, K3 Input and F2 Overrunning Clutches
A thrust washer race and thrust bearing must go between the input and output
shafts. Install the output shaft assembly. Fully engage the K2 input clutch friction
discs with the hub part of the center carrier. Verify that all components are fully
engaged and properly seated and that all thrust washers, thrust bearings and needle
bearings are positioned correctly and in place.
Transmission Housing
After all gear train components are installed and fully engaged, place the
transmission housing (with park gear, B2/B3 clutches installed) over the gear train
and onto the torque converter housing. The housing assembly must be shaken and
jiggled into place so that the B2/B3 clutch assemblies can fully engage all clutch
discs. Once fully seated on the intermediate plate, install the housing-to-housing
bolts and tighten to specification. Check input and output shafts by turning to see if
they are free and not binding.
Gear Train End Play, Output Shaft Bearing and Seal
Using gauge bar 6311 and a depth gauge, calculate the amount of required shim
thickness for the correct gear train end play. Calculate the adjustment shim(s) as
necessary. Measure from the park lock gear to the gauge bar and from the output
shaft bearing surface of the housing to the gauge bar. Install the calculated shim(s).
Using bearing installer 9287, install the output shaft bearing. Install the bearing
snap ring into the housing and make sure the snap ring is seated correctly. Make
sure there is no end play between the output shaft bearing and the snap ring by
using a feeler gauge. No play must exist. If there is play, install a thicker snap ring
to eliminate the play.
Stand the transmission on end and check gear train end play. Use tools 8266-8,
8266-18 and C-3339. Adjust shim(s) as required, or check to make sure all gear
train components are fully engaged and seated.
92
Install the output shaft seal using seal installer 8902A. Install the output shaft
flange and new flange nut. Tighten the nut to specification. Using staking tool 9078
and driver handle C-4171, stack the output shaft flange retaining nut following the
service information.
Valve Body and Oil Pan
Using no more than 30 psi air pressure, check the application of the clutches.
Identify the clutch apply ports in the transmission housing using the Student
Workbook and service information. Install the valve body assembly and bolts.
Tighten the valve body bolts evenly and crosswise to specification. Install a new oil
filter, making sure the filter is properly sealed and retained. Install the oil pan,
fasteners and hold-down clamps and tighten to specification.
Make sure the 13-pin electrical connector guide bushing is installed using new
O-rings.
Make sure the dipstick tube is installed using a new O-ring and that the dipstick is
fully inserted and the cap locked (if applicable).
During installation, make sure the torque converter is fully engaged with the input
shaft, reaction shaft and inner oil pump gear.
93
Notes:
94
MODULE 6 HYDRAULIC SYSTEM COMPONENTS
SYSTEM PRESSURES
The NAG 1 transmission hydraulic system is designed with a number of different
levels of pressure regulation. These levels of regulation are required to properly
operate the various hydraulic components such as the clutches and the torque
converter. The following table provides examples of the various pressure levels.
Table 7 System Pressures

PRESSURES PRESSURE LEVEL
Line Pressure 60–320 psi
Modulating Pressure (P-Mod) 0–125 psi
Shift Pressure Regulating Pressure 0–120 psi
Shift Pressure 0–220 psi
Shift Solenoid Valve Pressure 50–55 psi
Torque Converter Pressure 0–100 psi
TCC Apply Pressure 0–118 psi
Line Pressure
The oil pump produces the oil pressure necessary for the transmission hydraulic
system to function. Line pressure is the main pressure of the hydraulic system
required to supply each clutch with pressure when applied. The line pressure is the
maximum pressure in the hydraulic system. All other pressures are derived from line
pressure.
The level of the line pressure is controlled at the line pressure regulating valve. Line
pressure is load dependent by modulating pressure and also gear dependent by K1
clutch or K2 clutch pressure.
The minimum (basic) level of line pressure is adjusted by the spring in the line
pressure regulating valve.
95
Line pressure is regulated within approximately 414–2206 kPa (60–320 psi).

Regulation to maximum pressure occurs in first gear and reverse gear.
1–2/4–5 SOL 1–2/4–5 Solenoid S. SOL IN P (21) Shift Solenoid

Valve Valve Pressure
Regulating Valve
SP VFS Shift Pressure LP REG (4) Line Pressure
Variable Force Regulating Valve
Solenoid (VFS)
Valve
LU SOL PWM Torque Converter SHIFT P REG (19) Shift Pressure
Clutch Solenoid Regulating Valve
Valve (Pulse Width
Modulated)
LP VFS Line Pressure T/C LIMIT (3) Torque Converter
Variable Force Pressure Limit
Solenoid (VFS) Valve
Valve
SHIFT P REG Shift Pressure L/U CONT (22) Torque Converter
Regulating Valve Clutch/Lubricating
Pressure Control
Valve
LP SOL IN PRES VFS Pressure T/C Torque Converter
(20) Regulating Valve
Figure 69 Line, Torque Converter, Lubricating, Modulating and Shift Pressures
96
Modulating Pressure (P-Mod)

Modulating pressure determines the level of line pressure. Modulating pressure also
determines the pressure regulated at the three shift overlap valves along with shift
pressure.
Modulating pressure is adjusted at the modulating pressure solenoid valve (LP VFS).
The level of modulating pressure is dependent on engine load. Modulating pressure
acts at the line pressure regulating valve and the three shift overlap valves.
Modulating pressure is regulated to approximately 0–862 kPa (0–125 psi).
Shift Pressure
Shift pressure is the pressure in the clutch as it engages during the shift phase.
Shift pressure is regulated by the overlap valve together with the modulating
pressure at the clutch as it engages. Shift pressure is what initializes Second gear in
Limp-in Mode.
The level of shift pressure is determined by the shift pressure solenoid valve (SP VFS)
and is regulated to between 0–1517 kPa (0–220 psi).
Control Valve Pressure
Control valve pressure supplies the regulated line pressure to the modulating
pressure control solenoid valve (LP VFS), the shift pressure control solenoid valve
(SP VFS) and the shift solenoid valve pressure regulating valve.
The control valve pressure is regulated at the regulating valve up to a maximum of
800 kPa (125 psi) depending on the line pressure.
97
Shift Solenoid Valve Pressure

Shift solenoid valve pressure controls the supply pressure to the three shift solenoid
valves. Shift solenoid valve pressure also controls the supply pressure to the TCC
solenoid valve which is Pulse Width Modulated (PWM).
Shift solenoid valve pressure is derived from the control valve pressure which is
regulated at the shift solenoid valve pressure regulating valve. Shift solenoid valve
pressure is then supplied to the:
• 1–2/4–5 shift solenoid valve.
• 2–3 shift solenoid valve.
• 3–4 shift solenoid valve.
• TCC solenoid valve that controls converter clutch pressure.
• 2–3 shift pressure valve.
• 3–4 shift pressure valve.
The shift solenoid valve pressure is regulated to approximately 345–379 kPa
(50–55 psi).
Shift Pressure Regulating Pressure
Shift pressure regulating pressure is supplied to the shift pressure regulating valve
which determines the working level of shift pressure regulating valve pressure. The
level of shift pressure regulating pressure is determined by the shift pressure
solenoid valve (SP VFS). The shift pressure regulating pressure is regulated to
between 0–827 kPa (0–120 psi).
Torque Converter Clutch (TCC) Regulating Valve
The TCC regulating valve controls the TCC apply pressure and provides passage for
lubricating oil flow. The valve also provides passage for torque converter return oil to
the sump in partial apply mode.
In the unapplied mode, the TCC regulating valve provides unrestricted passage for
torque converter charge and return oil. The torque converter return oil is then
passed through the oil cooler and into the transmission for lubrication.
In the applied mode, the TCC regulating valve regulates the TCC modulating
pressure.
98
Torque Converter Pressure/Lubricating Pressure

The torque converter pressure limit valve regulates the pressure in the torque
converter.
At the line pressure regulating valve, line pressure is supplied to the torque converter
pressure limit valve and the regulated pressure is supplied to the torque converter.
The return oil from the torque converter is passed through the cooler and into the
transmission as lubricating pressure.
The torque converter pressure limit valve regulates the oil pressure to a maximum of
690 kPa (100 psi).
Figure 70 TCC Regulating Valve and Torque Converter Pressure Limit Valves
300C and Grand Cherokee vehicles are equipped with an oil cooler bypass valve that
is located in line between the transmission and the oil cooler. The oil cooler bypass is
thermostatically controlled to maintain a minimum transmission temperature by
recirculating oil into the transmission, bypassing the external oil cooler.
Transmission adaptation does not occur when the transmission oil temperature is
below 140°F (60°C).
99
VALVE BODY
The driver has direct control over the manual valve. The manual valve is directly
connected to the Shift Lever Assembly (SLA) through a cable and lever on the side of
the transmission. The manual valve opens and closes various passages depending
on gearshift lever position. With no electrical power, the manual valve provides Park,
Reverse, Neutral and Second gear, which is important because if the transmission
electrical system fails, the transmission can continue to operate in second and
reverse gear ranges. Mounted on the valve body are electrical solenoids to control
when fluid is allowed to the clutches. The solenoid valves are computer controlled for
more precise shifting. Also, groups of shift valves and pressure-regulating valves are
present in the upper and lower valve body halves.
1 Upper Valve Body 6 3–4 Overlap Valve

2 Manual Valve 7 Line Pressure Regulating Valve
3 3–4 Holding Pressure Shift Valve 8 TC Pressure Limit Valve
4 3–4 Command Valve 9 2–3 Overlap Valve
5 3–4 Shift Pressure Shift Valve
Figure 71 Upper Valve Body
100
Each valve in the upper and lower valve body halves has a specific purpose and is
named for the function the valve performs. For example, the 2–3 shift pressure shift
valve activates the 2–3 upshift or the 3–2 downshift.
1 Lower Valve Body 8 Shift Solenoid Pressure Regulating

Valve
2 1–2/4–5 Command Valve 9 B2 Brake Shift Valve
3 1–2/4–5 Holding Pressure Shift 10 2–3 Holding Pressure Shift Valve
Valve
4 1–2/4–5 Shift Pressure Shift Valve 11 2–3 Command Valve
5 1–2/4–5 Overlap Valve 12 2–3 Shift Pressure Shift Valve
6 Shift Pressure Regulating Valve 13 Torque Converter Clutch Regulating
Valve
7 Control Valve Pressure Regulating
Valve
Figure 72 Lower Valve Body
101
The valve body has 12 check balls; eight are steel, four are plastic. Strainers are also
used to protect the various solenoid valves.
1 Steel Check Balls 4 Pressure Feed Valve

2 Central Strainer 5 Plain Dowel Pin
3 Plastic Check Balls 6 TCC Solenoid Valve Strainer
Figure 73 Valve Body Check Ball Locations
102
SOLENOID VALVES
Torque Converter Clutch Solenoid Valve
The Torque Converter Clutch (TCC) solenoid valve is Pulse Width Modulated (PWM),
which controls the TCC and distributes lubricating fluid by modulating the TCC
regulating valve.
The TCC solenoid valve modulates the TCC regulating valve to change pressure
depending on the desired TCC operation. When the TCC control pressure is being
regulated, the torque converter clutch is either:
• Disengaged, or
• Slipping (Variable between 5% and 95%).
The TCC solenoid valve modulated (out) pressure to the end of the TCC regulating
valve is between 0–359 kPa (0–52 psi). The pressure into the TCC solenoid valve is
approximately 345–379 kPa (50–55 psi).
1 TCC Solenoid Valve 6 Conductor Track (On Lead Frame)

2 Contact Spring 7 Contact Spring
3 Conductor Track (On Lead Frame) 0 Solenoid Vent
4 Upper Valve Body Heavy Arrow Indicates No O-Ring
5 O-Ring
Figure 74 Torque Converter Clutch Solenoid Valve
103
Torque Converter Clutch Off Mode

When the TCC regulating valve is in the unregulated position (without TCC solenoid
valve pressure), a full amount of lubricating oil flows through the TCC regulating
valve into the torque converter at a pressure of approximately 414–690 kPa
(60–100 psi). The oil leaves the torque converter and passes back through the TCC
regulating valve and then, through the oil cooler and into the transmission for
lubrication. Torque converter out pressure is approximately 69–310 kPa (10–45 psi).
Lubrication pressure is approximately 35–276 kPa (5–40 psi).
Figure 75 Torque Converter Clutch Off Mode
104
Torque Converter Clutch Modulation

The torque converter clutch is never fully engaged at 100% by the TCM. The TCC
control provides a variable slip rate of the clutch between 5% and 95% to dampen
engine pulsing and vibrations and to provide for improved torque converter and TCC
cooling.
When the TCC regulating valve is modulated with TCC solenoid valve pressure, a
reduced amount of oil flows to the torque converter through a restricted orifice (for
continued torque converter cooling). At the same time, oil flows through an annular
gap (passage) of the valve to the cooler instead of through the torque converter.
Figure 76 Torque Converter Clutch Modulation
105
Shift Solenoid Valve
1 Shift Solenoid Valve 6 O-Ring

2 Contact Spring 7 Conductor Track (on Lead Frame)
3 Conductor Track (on Lead Frame) 8 Contact Spring
4 O-Ring 0 Solenoid Vent
5 Upper Valve Body
Figure 77 Shift Solenoid Valve
The shift solenoid valves enable or disable transmission shifts by directing fluid to
the various groups of shift valves. These shift solenoid valves are either On or Off.
The shift solenoid valves are on for approximately 1.5 seconds to complete the shift.
The three shift solenoid valves are:
• 1–2/4–5 shift solenoid valve
• 2–3 shift solenoid valve
The solenoid valves are used to control when shifts occur. Unlike other
DaimlerChrysler products, these shift solenoid valves do not directly control the
application or release of a clutch. The shift solenoid valve is turned on to initiate a
shift and then, after the shift is completed, the solenoid valve is turned off. The shift
solenoid valve acts on the end of one of the shift group valves called the Command
Valve, to initiate a shift. The pressure into and out of the shift solenoid valves is
approximately 345–379 kPa (50–55 psi).
106
Shift Pressure Solenoid Valve/Line (Modulating) Pressure Solenoid Valve
1 Shift/Line Pressure Solenoid Valve 5 Contact Spring

2 Contact Spring 6 Conductor Track (on Lead Frame)
3 Conductor Track (on Lead Frame) 0 Solenoid Vent
4 Upper Valve Body Heavy Arrow Indicates No O-Ring
Figure 78 Shift/Line (Modulating) Pressure Solenoid Valve
The shift/line pressure solenoid valve regulates the shift/line pressure necessary for
the changing operating conditions such as engine load and gear range. These
solenoid valves convert a variable current from the TCM into a proportional pressure
and are referred to as variable force solenoids.
The shift pressure solenoid valve changes the pressure applied to the end of the shift
pressure regulating valve which changes the amount of pressure required for the
engaging clutch and the regulated pressure through the various shift group valves to
the disengaging shift element. The line (P-Mod) pressure solenoid valve regulates the
pressure to the line pressure regulating valve and to the three shift overlap valves.
The shift pressure is regulated to between 0–1517 kPa (0–220 psi).
The pressure produced by the shift/line pressure solenoid valve is approximately
0–827 kPa (0–120 psi).
107
SHIFT GROUPS
The hydraulic control components (including the clutches), which are responsible for
the pressure distribution before, during and after a gear change is described as a
shift group. The hydraulic system has three shift groups. A shift group can be in
two phases:
• Shift Phase
• Stationary Phase
In a shift phase, a shift solenoid valve initiates the application of one shift group to
change the clutches applied for a shift. The other two shift groups are in the
stationary phase.
108
Figure 79 Shift Group
109
Shift Group K1/B1 (Gear Change 1–2/4–5)

The K1/B1 shift group controls the upshifts and downshifts 1–2/2–1 and 4–5/5–4.
This shift group includes:
• K1 clutch
• B1 brake
• 1–2/4–5 command valve
• 1–2/4–5 holding pressure shift valve
• 1–2/4–5 shift pressure shift valve
• 1–2/4–5 overlap valve
• 1–2/4–5 shift solenoid valve
Shift Group K2/K3 (Gear Change 2–3)
The K2/K3 shift group controls the upshift and downshift 2–3/3–2. This shift group
includes:
• K2 clutch
• K3 clutch
• 2–3 command valve
• 2–3 holding pressure shift valve
• 2–3 shift pressure shift valve
• 2–3 overlap valve
Shift Group K3/B2 (Gear Change 3–4)
The K3/B2 shift group controls the upshift and downshift 3–4/4–3. This shift group
includes:
• K3 clutch
• B2 brake
• 3–4 command valve
• 3–4 holding pressure shift valve
• 3–4 shift pressure shift valve
• 3–4 overlap valve
110
SHIFT GROUP SHIFT VALVES

Overlap Valve
Figure 80 Overlap Valve

The overlap valve controls the reduction in pressure of a releasing clutch during a
shift phase.
During the shift phase, the pressure in the releasing clutch is regulated by the
overlap valve, based on modulating pressure (engine load) and shift pressure
supplied to the applying clutch. The overlap valve controlled pressure drop of the
releasing clutch is inversely proportional to the shift pressure increase of the
applying clutch. The overlap valve provides regulated (controlled) clutch overlap.
111
Command Valve
1 Command Valve 5 Overlap Pressure

2 Shift Pressure 6 Shift Solenoid Valve Pressure
3 Line Pressure 7 Engaging Clutch
4 Disengaging Clutch
Figure 81 Command Valve
The command valve shifts the shift group from the stationary phase into the shift
phase and back again.
With no pressure at the end of the command valve in the stationary (in gear) phase,
line pressure is routed to the currently applied clutch. To begin the shift phase, shift
solenoid valve pressure is applied to the end of the command valve which causes
shift pressure from the shift pressure regulating valve to be routed to the clutch to be
applied. At the same time, the pressure in the clutch to be released is routed to the
overlap valve for timed release of that clutch. When the shift is complete, the
command valve returns to its original position when the shift solenoid valve is turned
off. With the command valve in the static position, line pressure is directed to the
newly applied clutch.
112
Holding Pressure Shift Valve
1 Holding Pressure Shift Valve 4 Line Pressure

2 Engaging Clutch 5 Return Flow to Sump (Vent)
3 Disengaging Clutch
Figure 82 Holding Pressure Shift Valve
The holding pressure shift valve assigns line pressure to a clutch of a shift group.
The holding pressure shift valve is shifted by the pressures occurring on the end
faces of the valve from the engaging and disengaging clutches, along with the spring
at the one end of the valve (initial condition).
The holding pressure shift valve assigns line pressure to the clutch with the higher
pressure (taking into consideration the spring force and effective area). The other
clutch of the shift group is then depressurized. A shifting of the valve takes place
only during the shift phase.
113
Shift Pressure Shift Valve
1 Shift Pressure Shift Valve 5 Line Pressure

2 Overlap Pressure 6 Disengaging Clutch
3 Shift Pressure 7 Engaging Clutch
4 Return Flow to Sump (Vent)
Figure 83 Shift Pressure Shift Valve
The shift pressure shift valve assigns the shift pressure to the engaging clutch and
the pressure regulated by the overlap valve to the disengaging clutch.
Prior to the shift, the shift pressure shift valve is held in place by line pressure on the
end face from one of the clutches in the shift group. In the shift phase, valve position
is retained by the line pressure acting on the end face of the valve. After the shift is
complete, the shift pressure shift valve moves as the line pressure from the command
valve is removed.
114
SHIFT PHASE AND SEQUENCE

The shift phase and sequence are similar for all three shift groups. The 1–2/4–5 shift
group is used as an example to illustrate the sequence of a shift event.
For a shift sequence to occur, the transmission must disengage a clutch while
simultaneously engaging another clutch, for a timed shift. The Transmission Control
Module (TCM) performs a shift phase when it receives the direct inputs from the
input speed sensors and the indirect inputs from the wheel speed sensors over the
CAN bus.
When the messages are received, the TCM starts the shift sequence by turning on the
appropriate solenoid to move the command valve and initiate the shift sequence.
Example: During the 1–2 upshift, the K1 clutch is engaged and the B1 brake is
disengaged.
115
First-to-Second Shift Sequence (Steady State Drive 1)
Figure 84 First Gear Engaged (Steady State D1)

In first gear, the end face of the 1–2/4–5 command valve is kept depressurized by the
1–2/4–5 shift solenoid valve being de-energized. Line pressure applies the B1 brake
by the holding pressure shift valve. The K1 clutch is depressurized.
The line pressure coming from the B1 brake acts on the holding pressure shift valve
and the shift pressure shift valve. The valves are held at a steady state by line
pressure.
116
First-to-Second Shift Transition
Figure 85 First-to-Second Shift Transition

The 1–2/4–5 shift solenoid is turned On and the solenoid pressure is applied to the
end face of the 1–2/4–5 command valve.
The 1–2/4–5 command valve is shifted and the shift pressure coming from the shift
pressure shift valve is routed to the K1 clutch by the 1–2/4–5 command valve.
Simultaneously, releasing the B1 brake pressure is regulated at the 1–2/4–5 overlap
valve. The pressure in the B1 brake as it disengages is controlled during the shift
phase depending on engine load (modulating pressure) and the engaging K1 clutch
shift pressure. The controlled pressure in the releasing B1 brake is inversely
proportional to the applying pressure of the K1 clutch being engaged (controlled
overlap). Increasing the shift pressure on the K1 clutch acts on the differential area
of the 1–2/4–5 overlap valve and reduces the overlap pressure.
117
Second Gear Shifted (Steady State Drive 2)
Figure 86 Second Gear Shifted (Steady State D2)

After the gear has been changed, the 1–2/4–5 shift solenoid valve is turned Off. The
pressure on the end face of the 1–2/4–5 command valve is reduced to zero kPa (0 psi)
and the spring moves the 1–2/4–5 command valve into the initial position. Line
pressure is switched to the K1 clutch and the spring end of the 1–2/4–5 holding
pressure shift valve by the 1–2/4–5 command valve.
The line pressure on the end face of the 1–2/4–5 shift pressure shift valve is vented
by the 1–2/4–5 holding pressure shift valve and the spring moves the shift pressure
shift valve into the initial position.
The B1 brake is disengaged (depressurized).
This completes the First-to-Second shift.
118
NEUTRAL-TO-DRIVE ENGAGEMENT
The default gear range for the Drive position is second gear if there is a problem
detected by the TCM and so the transmission goes into Limp-In Mode. When the
manual valve is moved to the drive position, by design, all that can be achieved for a
forward gear is second gear. To obtain first gear and begin the automatic upshifting
of the transmission when Drive is selected, the following occurs:
With the shift lever in neutral, no pressure is present at the B2 brake piston which is
necessary for Drive 1st engagement. The application side and counter pressure side
of the B2 brake are without pressure from the manual valve. The 3–4 shift solenoid
valve must be activated so the manual valve can apply the B2 brake. The 3–4 shift
solenoid valve pressure acts on the end face of the 3–4 command valve against the
spring force.
The 3–4 holding pressure shift valve is held by the spring. The shift pressure
regulating valve provides a maximum shift pressure which reaches the K3 clutch
through the 3–4 shift pressure shift valve and the 3–4 command valve. The 3–4
overlap valve is held in a position against modulating pressure by shift pressure.
When the manual valve is moved to the drive position, the pressure is reduced with
the aid of the shift pressure solenoid valve and the shift pressure regulating valve. As
a result, the 3–4 overlap valve moves to a regulated position. Pressure is routed to
the B2 brake piston on the application side through the 3–4 overlap valve, 3–4 shift
pressure shift valve, 3–4 command valve and manual valve. On the counter-pressure
side of the B2 brake, pressure is routed through the B2 brake shift valve.
After the engagement process is complete, the 3–4 shift solenoid valve is turned off.
The command valve moves to the start position. The application pressure side of the
B2 brake clutch is supplied with line pressure by the holding pressure shift valve,
command valve, manual valve and the B2 brake shift valve. The B2 brake shift valve
regulates the pressure on the counter-pressure side of the B2 brake to a low pressure
of approximately 50 kPa (7.252 psi).
119
Figure 87 Neutral-to-Drive Engagement
120
SHIFT APPLICATION
The following table shows which clutches are in use for a particular gear range.
There are always three clutches “on” to maintain a gear (shown in highlighted cells).
To shift to a different gear, two of the three clutches are left “on” while the third
clutch is turned off and replaced by another clutch to form the next gear. To shift
again, the process repeats itself; two clutches are maintained while the third is
replaced with another clutch.
The highlighted cells indicate which three clutches are needed for a particular gear
and the bold lettering indicates which clutches changed state for a particular shift to
occur. When there are transmission shifting problems, the clutch that has been
turned On or Off is the likely cause of a shift problem as the next gear range is
attempted. This chart, along with adaptation values, can indicate which clutch
needs mechanical inspection to solve a shift complaint. The clutch that is turned On
is also the one that is being adapted by the TCM.
Table 8 Shift Application
GEAR SOLENOID B3
SHIFT VALVE B1 B2 REV K1 K2 K3 F1 F2
1–2 1–2/4–5 Turns Stays Not Turns Stays OR Active
Upshift *On, Off Off On Used On On
2–3 2–3 Stays Not Stays Turns Turns OR OR
Upshift *On, Off On Used On On Off
3–4 3–4 Turns Not Stays Stays Turns OR OR
Upshift *On, Off Off Used On On On
4–5 1–2/4–5 Turns Not Turns Stays Stays Active OR
Upshift *On, Off On Used Off On On
5–4 1–2/4–5 Turns Not Turns Stays Stays OR OR
Downshift *On, Off Off Used On On On
4–3 3–4 Turns Not Stays Stays Turns OR OR
Downshift *On, Off On Used On On Off
3–2 2–3 Stays Not Stays Turns Turns OR Active
Downshift *On, Off On Used On Off On
2–1 1–2/4–5 Turns Stays Not Turns Stays Active Active
Downshift *On, Off On On Used Off On
*Momentarily turned On for 1.5 seconds and then turned Off when the shift completes.
OR = Overrunning
121
HYDRAULIC SCHEMATICS
Figure 88 Park Standard Mode
122
Figure 89 Reverse Standard Mode
123
Figure 90 Neutral Standard Mode
124
Figure 91 Drive First
125
Figure 92 Drive First-to-Second Transition
126
Figure 93 Drive Second
127
Figure 94 Drive Second-to-Third Transition
128
Figure 95 Drive Third
129
Figure 96 Drive Third-to-Fourth Transition
130
Figure 97 Drive Fourth
131
Figure 98 Drive Fourth-to-Fifth Transition
132
Figure 99 Drive Fifth
133
Figure 100 Drive Fifth EMCC
134
Notes:
135
Notes:
136
MODULE 7 ELECTRONIC/ELECTRICAL CONTROL
The electronic control system consists of various components that provide inputs to
the Transmission Control Module (TCM). The TCM receives both direct and indirect
inputs and outputs. The TCM monitors transmission sensors, switches and bus
messages to determine transmission shift strategy. After shift strategies are
determined, the TCM controls the actuation of the transmission shift solenoid valves
to control the routing of hydraulic fluid within various valve body circuits. The
actuation of the shift solenoid valves in turn, cause the proper movement of the four
valves of a shift group to shift the transmission.
The NAG 1 transmission has an adaptive control system. The system performs the
required functions based on continuous sensor and switch feedback information. In
addition, the TCM receives information from the engine management system and
chassis management system controllers over the Controller Area Network (CAN) bus.
The CAN bus is a high-speed communication bus that allows a higher degree of
control capability between the various controllers, which means critical information
can be shared between the transmission, engine and anti-lock brake controllers.
The electronic control system automatically adapts to changes in engine
performance, vehicle speed and transmission temperature variations to provide
consistent shift quality. The control system ensures that clutch operation during
upshifting and downshifting is more responsive without increased harshness. The
required pressure levels are calculated from the engine load conditions, engine speed,
vehicle speed and transmission oil temperature, matched to the torque transmitted.
The TCM is placed in various locations based on vehicle application.
137
TRANSMISSION CONTROL MODULE (TCM)

The TCM is located to the left of the steering column on a 300C, under the driver seat
on a Sprinter, and on the passenger side floor pan of the Crossfire.
1 TCM 3 Base Plate

2 Radio Amplifier
Figure 101 TCM Location (Crossfire)
Figure 102 TCM Location (300C)
138
1 Parking Brake Lever 3 TCM

2 Seat Support
Figure 103 TCM Location (Sprinter)
The TCM determines the current operating conditions of the vehicle and controls the
shifting process for shift quality and driving conditions. The TCM receives operating
data from sensors, switches and broadcast messages from other modules over the
CAN bus.
The TCM controls shifts using inputs from several sensors that are direct inputs and
several indirect inputs. Direct and indirect input information is used to actuate the
proper solenoids in the valve body to achieve the desired gear range. The TCM
continuously checks for electrical, mechanical and some hydraulic failures. When
the TCM detects a failure, it stores a fault code.
139
The Shift Lever Assembly (SLA) has sensors that are monitored by the TCM to
calculate shift lever position. The SLA also has a module to identify gear position for
the TCM. The SLA is connected to the transmission valve body manual valve by a
cable. The reverse light switch, an integral part of the SLA, controls the reverse light
relay control circuit. The Brake/Transmission Shift Interlock (BTSI) solenoid and the
park/reverse interlock solenoid (also part of the SLA) are controlled by the TCM.
Five wires or circuits are attached to the SLA on the 300C version:
• Ignition power
• Ground
• Brake switch input
• CAN Bus +
• CAN Bus −
Nine wires or circuits are attached to the SLA for Crossfire vehicles:
• Ignition power
• Ground
• SLA reverse supply voltage
• SCI transmit
• CAN Bus +
• CAN Bus −
• Traction system relay control
• Panel lamp driver
• Brake transmission shift interlock
Nine wires or circuits are attached to the SLA on Sprinter vehicles:
• 12 volt relay
• Ignition power
• Ground
• Illumination
• Diagnostic K-line
• Reverse lamp
• CAN Bus +
• CAN Bus −
• Brake switch input
140
The engine controller and anti-lock brake controller broadcast messages over the
CAN bus for use by the TCM. The TCM uses this information along with other inputs
to determine the transmission operating conditions. The TCM:
• Determines the momentary operating conditions of the vehicle.
• Controls all shift processes, considering shift quality and driving conditions.
The TCM controls the shift solenoid valves for modulating shift pressures and gear
changes. Relative to the torque being transmitted, the required pressures are
calculated from engine load conditions, engine rpm, vehicle speed and transmission
fluid temperature. The following functions are programmed into the TCM:
• Shift program
• Downshift safety
• Engine management intervention
• Torque converter clutch
• Adaptation
On Sprinter vehicles, a blue transmission relay provides ignition power to the TCM.
The 300C version transmission does not use a TCM relay. For the 300C, the power
supply to the TCM is directly from the ignition switch. Crossfire vehicles use a relay
module next to the Powertrain Control Module (PCM) which provides the relay
functions for the TCM and Controller Anti-lock Brake (CAB).
The TCM continuously checks for electrical problems, mechanical problems and
some hydraulic problems. When a problem is sensed, the TCM stores a Diagnostic
Trouble Code (DTC). Some of these codes cause the transmission to go into Limp-In
Mode. Some transmission faults cause permanent Limp-In, while others cause
temporary Limp-In. When the diagnostic scan tool is in the transmission diagnostic
program, it constantly monitors the TCM for Limp-In Mode.
141
TCM WIRING DIAGRAMS
Figure 104 TCM Wiring Diagram (300C)
142
Figure 105 TCM Wiring Diagram (Grand Cherokee)
143
Figure 106 TCM Wiring Diagram (Crossfire Schematic 1)
144
Figure 107 TCM Wiring Diagram (Crossfire Schematic 2)
145
Figure 108 TCM Wiring Diagram (Sprinter)
146
Table 9 Sprinter Wiring Diagram Legend

B1 1–2/4–5 Shift Solenoid Valve
B2 2–3 Shift Solenoid Valve
B3 3–4 Shift Solenoid Valve
B4 Torque Converter Clutch Solenoid Valve
B5 N3 Input Speed Sensor
B6 ATF Temperature Sensor and P/N Safety Starter Interlock Contact
B7 N2 Input Speed Sensor
B8 Modulating Line Pressure Solenoid Valve (LP VFS)
B9 Shift Pressure Solenoid Valve (SP VFS)
F138 Circuit 15 Fuse (10A)
J8 Stop Lamp
J16 Circuit 30
J20 Right Reversing Lamp
J22 Circuit 15 (Fused)
J46 Circuit 58
J277 Circuit 15
J340 CAN Bus High (+)
J378 CAN Bus Low (–)
J401 Diagnostic Cable
J421 CAN Bus Low (–)
J422 CAN Bus High (+)
J423 Circuit 87
J424 Diagnostic Cable
P17 Diagnostic Socket (16-Pin)
W5 Ground Point (Seat Frame)
W8 Ground Point (Waist Rail)
X1 Electro-Hydraulic Control Unit (Valve Body)
X217 Frame/Waist Rail
147
TCM SIGNALS
The TCM registers one part of the input signals by direct inputs, the other part over
the CAN bus. In addition to the direct control of the actuators, the TCM sends
various output signals over the CAN bus to other control modules.
Figure 109 Example TCM Signals
148
TCM DIRECT INPUT SIGNALS

Automatic Transmission Fluid (ATF) Temperature Sensor
LTD416
1 Lead Frame Assembly 4 Temperature Sensor P/N Interlock

2 TCM 5 Park/Neutral Switch
3 Sensor Ground 6 Transmission Temperature Sensor
Figure 110 ATF Temperature Sensor Circuit
The ATF temperature sensor is a Positive Temperature Coefficient (PTC) thermistor.
The ATF temperature sensor, as the name implies, measures the temperature of the
transmission fluid and is an input signal to the TCM. With temperature sensor
information, the shifting process can be optimized in all temperature ranges.
The temperature of the ATF influences shift timing and the resulting shift quality. As
the fluid temperature rises, the resistance of the sensor rises.
149
When measuring sensor circuit voltage, as fluid temperature rises and sensor
resistance increases, circuit voltage increases as viewed with the diagnostic scan tool.
LTD461
Figure 111 ATF Temperature Sensor Location

The ATF temperature sensor is connected in series with the starter lockout contact.
The temperature signal is transmitted to the TCM only when the reed contact of the
starter lockout contact is closed and the TCM only reads ATF temperature while in
gear (reverse and drive). While in park or neutral, the TCM reads engine coolant
temperature over the CAN bus.
150
P/N Safety Starter Interlock
LTD462
1 Plunger 3 Reed Contact Switch

2 Permanent Magnet
Figure 112 Starter Interlock Reed Contact Switch
The TCM monitors a contact switch wired in series with the ATF temperature sensor
to determine Park and Neutral positions. The contact switch is open in Park and
Neutral. The TCM senses transmission temperature as high (switch supply voltage),
confirming switch status as open. The TCM then broadcasts a message over the CAN
bus to confirm switch status. The engine controller receives this information and
allows operation of the starter circuit.
The TCM affirms the position of the selector valve through the contact switch. A cam
rail on a detent plate actuates the starter lockout contact.
151
N2 and N3 Input Speed Sensors

2
LTD409
1 N3 Sensor 2 N2 Sensor
Figure 113 N2 and N3 Input Speed Sensors
The N2 and N3 Input Speed Sensors are Hall Effect sensors used by the TCM to
calculate transmission input speed. The input shaft speed cannot be measured
directly because there is no tone wheel on the shaft and so two of the drive elements
are measured instead. Two input speed sensors are required because neither drive
element is active in all gear ranges and so input shaft speed is a calculated value.
Input speed sensor supply voltage is 6.0 volts. A common supply voltage and
common ground circuits are provided to both sensors with a separate output signal
from each sensor to the TCM.
152
LTD417
1 Transmission Valve Body 4 N2 Speed Sensor Signal

2 TCM 5 N3 Speed Sensor Signal
3 Sensor Supply (6 Volts) 6 Sensor Ground
Figure 114 N2 and N3 Speed Sensor Circuits
The input speed sensors are mounted on the valve body and are permanently
attached to the lead frame by contact tabs. A leaf spring that rests against the valve
body presses the input speed sensors against the inner transmission housing to
ensure a precise distance between the input speed sensors and impulse rings on the
drive elements.
153
TCM CAN BUS INPUT SIGNALS

The CAN bus is a high-speed communication network that allows a higher degree of
control capability between various controllers. Critical information can be shared
between the transmission, engine, Front Control Module (FCM), cluster and ABS
controllers depending on vehicle. For example: A Bussed message is sent to the SLA
on the 300C to indicate that the shift lever can be moved from the park position
when the brake pedal is pressed. There is also a hardwired brake light input that is
used as a backup in the event the transmission has lost CAN bus communications
that allows the shifter to be moved from park. The CAN bus is comprised of two
wires with one wire the CAN bus (+) circuit and the other wire the CAN bus (–) circuit.
The CAN bus circuits are twisted wires in the harness to reduce the potential of radio
frequency and electrical noise interference.
LTD415a
1 CAB 4 CAN Bus (–)

2 PCM 5 TCM
3 CAN Bus (+) 6 FCM
Figure 115 CAN Bus and Modules
154
A 2.5-volt bias (operating voltage) is present on the CAN bus any time the ignition
switch is in the RUN position. Both the TCM and the CAB apply this bias voltage
which is 2.4–2.6 volts for CAN Bus high (+) and 2.3–2.4 volts for CAN Bus low (−).
The CAN bus is used for module data exchange only.
The TCM CAN bus inputs used by the NAG 1 electronic control system are:
• ABS Wheel Speed Sensors (two-wheel drive uses rear sensors, four-wheel drive
uses front and rear sensors)
• Engine Coolant Temperature
• Engine Static Torque
• Driver Input Requested Torque
• Pedal Position
• Demanded Engine Torque (Electronic Stability Program [ESP])
• Engine RPM
• Brake Light Switch
• Cruise Control Off Signal
• Limp-In Mode Message (from PCM on Grand Cherokee and Sprinter)
• Acknowledge Transmission Torque Request
• Cluster Ambient Air Temperature
• Shift Lever Position (from SLA)
• Winter/Standard Switch (Crossfire)
• FCM Inputs to TCM
— Axle Ratio
— Transfer Case
— Dynamic Tire Circumference
— Model Year
— Country Code
— Body Style
— Odometer
— Brake Light Switch
— Kickdown Signal
— Ignition Switch Status (Key In, Ignition Off Active, Ignition Run, Ignition
Start Active)
155
ABS Wheel Speed Sensors

The wheel speed sensors in vehicles without the NAG 1 transmission are primarily
used for the anti-lock brake and traction control systems. In vehicles equipped with
the NAG 1 transmission, the wheel speed sensors are used by the TCM to calculate
transmission output shaft speed. Wheel speed sensor information is an input to the
TCM over the CAN bus.
The wheel speed sensors are components that convert wheel speed into a small AC
electrical signal that is transmitted to the Controller Anti-lock Brake (CAB). The CAB
converts this AC signal into a digital signal for anti-lock brake use. Also, the signal is
broadcast over the CAN bus to the necessary control modules such as the TCM.
4x4 Low Switch
This input tells the TCM to launch in second gear and is received over the CAN bus.
156
Brake Switch
1 Brake Lamp Switch 3 Brake Shift Interlock Solenoid

2 Shift Lever Assembly 4 Power
Figure 116 Brake/Transmission Shift Interlock (BTSI) Solenoid
The BTSI solenoid prevents shifting out of the Park position until the ignition key is
in the RUN position and the brake pedal is pressed. There is ignition switch power to
the BTSI solenoid. When the brake pedal is depressed, the solenoid is grounded
through the brake lamp switch and is energized to release the locking lever and allow
shift lever movement out of park. Also, a brake switch status message is broadcast
over the CAN bus to the SLA through a different circuit. In some systems, the SLA
electronics controls the ground side of the solenoid to be energized when a signal is
received from the brake lamp switch.
In the event that there is an electrical or mechanical problem with the system and
the shift lever cannot be moved out of the park position, the shift lever can be
mechanically released to allow transmission operation.
157
To engage this shift lock override, insert a screwdriver (or blunt object) into the notch
(with spring loaded door) just below the “−D+” symbol on the SLA and depress the
lock button and at the same time, moving the shift lever out of park.
1 Blunt Object in Notch 2 Shift Lever Assembly

Figure 117 Shift Lock Override (Sprinter Shown)
There is a shift lock override for 300C vehicles that allows shifting out of park in case
of a dead battery or a system malfunction. The 300C shift lock override is accessible
through the cubby bin to the right of the shifter by removing the bin mat. Push the
button to release the shift lock.
Shift Lever Assembly
The floor-mounted shift lever assembly is mechanically connected to the
transmission by a shift cable attached to the park lock mechanism and the manual
valve in the valve body. As part of the assembly, the electronic shifter module,
designated as the SLA, sends shift lever position status over the CAN bus to the TCM.
The shifter incorporates the park/reverse lockout mechanism and solenoid to prevent
movement of the shift lever from neutral into reverse or park above 10 km/h (6 mph).
Park/reverse lock out is controlled by the TCM, while future Grand Cherokee
versions will have the park/reverse lockout function controlled by the electronic
shifter module. The functions of the SLA module are:
• Recognition of shift lever position, both range select and specific between gear
positions
• Convert the shift lever position into a CAN bus message to the TCM
• Storing or recording faults
• Triggering and monitoring the BTSI and park reverse interlock solenoids
158
• Monitors service brake pedal application over the CAN bus (primary source of
brake status) and through a direct input signal as a backup source of brake
status
• Support diagnostics over the CAN bus
• Support SLA Flashing
The SLA processes the following information:
• Stop lamp speed control signal (service brake)
• Shift lever position (internal to module)
• Request ID
• Brake pedal depressed
• Vehicle speed signal from ABS/ESP controller
• Ignition switch status
• Odometer
• VIN message information
• Network configuration
• Vehicle information
The SLA outputs the following signals:
• SLA Status
• Response ID
159
Connector configurations are shown for the Grand Cherokee.
Connecter A (Left)
1 BTSI 7 Ground
2 Electronic Range Shift Up 8 No Connection
3 Dimming 9 Electronic Range Shift Down
4 CAN Bus C+ 10 No Connection
5 No Connection 11 CAN Bus C–
6 No Connection 12 Ignition (Unlock/ACC/Run/Start)
Connector B (Right)
1 Solenoid 2 Ground
Figure 118 SLA Connector Pin Assignments (Grand Cherokee)
160
Connector configuration is shown for the 300C.
1 Power (Ignition Unlock/Run/Start) 4 No Connection

2 Ground (Body Seat Driver Point M) 5 CAN Bus C+
3 Brake (Stop Lamp Speed Control) 6 CAN Bus C–
Figure 119 SLA Connector Pin Assignments (300C)
Shift Lever Positions
Four shift positions P, R, N and D, along with three intermediate positions PR, RN
and ND, are recognized by the SLA. Also in position D of the shift lever, a lateral
movement (+ for upshift and – for downshift) are recognized for the Autostick feature,
if equipped.
The actual shift lever position by the switches inside the assembly, is transmitted
over the CAN bus within 10 milliseconds. A “shifter lever position implausible”
message is transmitted after 100 milliseconds if the lever position cannot be
recognized and remains unrecognized for the rest of the current “Ignition On” cycle.
161
Figure 120 SLA Diagram (Grand Cherokee)

Downshift Safety
Selector lever downshifts are inhibited if high engine rpm is sensed.
Cruise Control
To use the braking effect when driving on declines with the cruise control engaged,
active downshifts are performed as low as third gear.
These downshifts become effective as a difference of approximately 7 km/h (4 mph)
from the set speed and below 125 km/h (78 mph). In addition, under non-cruise
control operation, comparing engine load with driving resistance recognizes declines,
and then the shift points are altered. Downshift under load across several gears is
performed directly and not in individual steps.
162
Engine Management Intervention

By briefly retarding the ignition timing during the shifting process, engine torque is
reduced and therefore, shift quality is optimized.
Electronically Modulated Converter Clutch (EMCC) Operation
The torque converter clutch solenoid valve controls the operating phases of the
torque converter clutch with defined slippage and is applied in only third, fourth or
fifth gear. The following operating phases are possible:
• 5%–95% Slip
• Disengaged
163
TCM DIRECT OUTPUT SIGNALS
1 TCM 6 TCC Solenoid Valve

2 Valve Body 7 Modulating Pressure Solenoid Valve
3 1–2/4–5 Shift Solenoid Valve 8 Shift Pressure Solenoid Valve
4 2–3 Shift Solenoid Valve 9 Switched 12-Volt Solenoid Supply
5 3–4 Shift Solenoid Valve
Figure 121 TCM Shift Solenoid Valve Circuits
164
These solenoid valves control shifts, regulate modulating pressure and regulate shift
pressure depending on various changing operating conditions such as engine load
and gear changes. The solenoid valves convert a variable current from the TCM into
a proportional pressure. The regulating solenoid valves have a close tolerance fit that
also seals them to the valve body.
Each solenoid valve is provided with a switched B+ supply from the TCM. The TCM
controls the ground side of each solenoid valve to operate the solenoid valve as
necessary.
On/Off Shift Solenoid Valves
The TCM actuates the shift solenoid valve to open and guides control pressure to the
necessary command valve. The solenoid valve remains actuated (open) until the shift
sequence is complete. When the TCM de-energizes the solenoid valve or the power
supply to the solenoid valve is interrupted, the command valve pressure drops to
zero.
Electrical control of the current flow through the on/off shift solenoid valves is pulse
width modulated, even though the solenoid valves hydraulically are either On or Off.
When switched on, the solenoid valves are first controlled with a pulse width of
99.6% for the initial rush-in time (approximately 60 milliseconds). After the initial
rush-in time, the pulse width is reduced to approximately 25% to 37% during the
holding current phase, for the remainder of the solenoid On cycle. Current flow
through the on/off solenoid valves is in the range of 500–1000 mA.
The diagnostic scan tool only indicates when each solenoid is active or not active.
During a shift the appropriate solenoid can be seen as active for approximately
1.5 seconds (solenoid On time) during the shift.
Variable Force Modulating and Shift Pressure Control Solenoid Valves
These variable force solenoid (VFS) valves are controlled by the TCM which changes
the current flow through the solenoid valve by pulse width modulation, to position
the plunger of the valve somewhere between full ON and full OFF. The amount of
current flow is based on the continuously changing operating conditions such as load
and gear range. The pressure through the solenoid valve varies and is proportional
to the current applied by the TCM.
165
The current through the variable force solenoid valve is pulse width modulated at a
frequency of 1000 Hertz. The controlled current rate indicated on the diagnostic scan
tool is between 0–1000 mA with the average somewhere between 200–800 mA. The
higher the current flow indicated on the scan tool, the lower the pressure output of
the solenoid valve. The lower the current flow indicated on the scan tool, the higher
the pressure output of the solenoid valve. The following table provides an example of
the current rate of the VFS valve and the corresponding hydraulic pressure output.
The values are approximate.
Table 10 VFS Current to Pressure Conversion
CURRENT IN
MILLIAMPS UPPER PRESSURE LIMIT LOWER PRESSURE LIMIT
0 116.0 105.1
100 113.4 103.2
200 107.5 98.3
300 97.6 89.4
400 83.1 75.9
500 64.6 58.4
600 46.1 40.7
650 36.7 32.3
700 28.1 23.3
800 15.3 9.9
900 8.9 2.6
1000 6.9 0.3
Pulse Width Modulated Torque Converter Clutch Solenoid Valve
The torque converter clutch (TCC) solenoid valve is Pulse Width Modulated (PWM) to
obtain more precise control over the slip rate of the clutch. The solenoid valve PWM
control current is pulsed many times per second at 1000 Hertz frequency. During
the rush-in phase of an On/Off cycle, the control current is 99.9%. During the
holding current phase of an On/Off cycle, the current ranges from 500–1000 mA.
The On/Off duty cycle of the solenoid valve varies between 5−95% at a rate of
100 Hertz. Increased duty cycle means more pressure at the end of the TCC control
valve and less clutch slip. Reduced duty cycle means less pressure at the end of the
TCC control valve and more clutch slip. The TCM monitors engine rpm and
transmission input speed to determine the correct PWM of the solenoid valve to
achieve the programmed slip rate of the TCC.
166
Solenoid Status in Gear Ranges

Table 11 Solenoid Status
MODULATING SHIFT TORQUE
PRESSURE PRESSURE 1–2/4–5 3–4 2–3 CONVERTER
GEAR/ACTION CONTROL CONTROL SHIFT SHIFT SHIFT CLUTCH
Park REG REG OFF ON OFF OFF
P-to-R MOD MOD OFF ON OFF OFF
Transition
Reverse REG ON OFF OFF OFF OFF
R-to-N REG MOD OFF ON OFF OFF
Transition
Neutral REG REG OFF ON OFF OFF
N-to-D (1st) REG MOD OFF ON OFF OFF
Transition
1st MOD ON OFF OFF OFF OFF
1st-to-2nd MOD MOD ON OFF OFF OFF
Transition
2nd MOD ON OFF OFF OFF OFF
2nd-to-3rd MOD MOD OFF OFF ON OFF
Transition
3rd MOD ON OFF OFF OFF OFF
3rd-to-4th MOD MOD OFF ON OFF OFF
Transition
4th MOD ON OFF OFF OFF OFF
4th-to-5th MOD MOD ON OFF OFF OFF
Transition
5th-to-4th MOD MOD ON OFF OFF OFF
Transition
4th-to-3rd MOD MOD OFF ON OFF OFF
Transition
3rd MOD ON OFF OFF OFF OFF
3rd-to-2nd MOD MOD OFF OFF ON OFF
Transition
2nd MOD ON OFF OFF OFF OFF
167
MODULATING SHIFT TORQUE

PRESSURE PRESSURE 1–2/4–5 3–4 2–3 CONVERTER
GEAR/ACTION CONTROL CONTROL SHIFT SHIFT SHIFT CLUTCH
2nd-to-1st MOD MOD ON OFF OFF OFF
Transition
1st MOD ON OFF OFF OFF OFF
1st-to-N REG REG OFF ON OFF OFF
Transition
Neutral REG REG OFF ON OFF OFF
N-to-R REG MOD OFF ON OFF OFF
Transition
Reverse MOD ON OFF OFF OFF OFF
R-to-P REG REG OFF ON OFF OFF
Transition
Park REG REG OFF ON OFF OFF
REG = Constant Pressure ON = Regulated Line Pressure
OFF = Zero Pressure MOD = Modulating Pressure
Solenoid Valve Resistance Values

Table 12 Solenoid Valve Resistance Values
SOLENOID VALVE OHMS RESISTANCE 20–23°C (68–73°F)
1–2/4–5 Shift (On/Off) 4.0
TC Clutch (Modulating) 2.5
Shift Pressure Regulating 5.0
(Variable Force)
Operating (Line) Pressure 5.0
(Variable Force)
168
Park/Reverse Interlock Solenoid
LTD414
1 TCM 3 Park/Reverse Interlock Solenoid

2 SLA 4 Reverse Interlock Control
Figure 122 Park/Reverse Interlock Circuit
This feature prevents accidental selection of park/reverse at speeds above
approximately 10 km/h (6 mph) when the transmission is in Limp-In Mode,
otherwise TCM logic does not allow reverse engagement with an associated vehicle
speed. The park/reverse interlock solenoid is part of the shift lever assembly and is
controlled by the TCM.
Starter Interlock
This contact recognizes the position of the selector valve. A cam rail on a detent plate
actuates the starter lockout contact.
In the selector lever positions “P” and “N,” the permanent magnet is moved away from
the reed contact, which opens and the TCM receives an electrical signal. The SLA
module activates the interlock output. The TCM sends an “OK To Crank” output
signal over the CAN bus to the PCM which enables the starter relay.
169
TCM CAN BUS OUTPUT SIGNALS
LTD415a
1 CAB 4 CAN Bus (–)

2 PCM 5 TCM
3 CAN Bus (+) 6 FCM
Figure 123 CAN Bus and Modules
The following are the output signals the TCM transmits over the CAN bus.
• Current/Actual/Target Gear (TCM to CAB/PCM)
• Maximum Engine Torque
• Minimum/Maximum Transmission Torque
• Requested Engine Torque
• Calculated Output Shaft Speed
• Allow Transmission Torque Request
170
• Torque Converter Status (Open, Closed, Slipping, Open Slipping [5%], Closed
Slipping [95%])
• Kickdown
• Transmission Overtemp (to PCM)
• Transmission in Limp-In Mode (to PCM)
• OK to Crank (to PCM)
• Garage Shift Torque Demand
• Output Shaft Torque (CAB/EPS Option Only)
• PRNDL Display Request (to FCM and FCM to Cluster, Sprinter is Shifter to
Cluster)
• Transmission Fluid Temperature
• PRNDL Status (Signal Not Available)
• Freeze Frame DTC
• Number of DTCs Stored (Set)
• MIL On For This DTC
• Freeze Frame Priority (Value 1–15)
• MIL Fault Occurred This Trip
• Store Freeze Frame Now
• Delete Freeze Frame Now
VALVE BODY
The valve body assembly is made of a light alloy and consists of hydraulic control and
an electrical control unit. The electrical control unit consists of a lead frame in which
the electrical components are combined. The lead frame is positioned on the valve
body and bolted to the upper section.
Electrical conducting bars inserted into the lead frame provide the connection
between the electrical components and a 13-pin plug connection. The connection to
the vehicle wiring harness and the TCM is made through this 13-pin plug connection
with a bayonet lock. A plug connection extension must be removed from the
transmission case before the valve body can be removed for service or testing.
171
Electric Control Unit/Lead Frame
LTD467
Figure 124 Electric Control Unit/Lead Frame

The electronic control unit/lead frame converts the electrical signals of the TCM into
hydraulic functions. The sensors of the electric control unit transmit electrical input
signals to the TCM.
The lead frame and the valve body form an electro-hydraulic control unit in an
assembled stage.
The valve body performs the hydraulic control. The electronic control unit/lead
frame consists of electric connections for the six solenoid valves, starter lock-out
contact, two input speed sensors, a transmission ATF temperature sensor and a
13-pin connector.
A guide bar bushing provides the connection to the vehicle wiring harness and the
TCM. Two dowels in the valve body align the position of the electric control unit (lead
frame). Three screws that simultaneously pre-tension the leaf springs for the
solenoid valves connect the electric control unit/lead frame to the valve body. Except
for the solenoids, all other electrical components are permanently connected to the
conducting bars of the lead frame.
172
Notes:
173
Notes:
174
MODULE 8 TROUBLESHOOTING AND DIAGNOSIS
Diagnostic procedures can change every year. New diagnostic systems can be added
and/or carryover systems can be enhanced. It is recommended that you become
familiar with all new and changed diagnostic procedures in the appropriate service
information.
The TCM continuously checks for electrical problems, mechanical problems and
some hydraulic problems. When a problem is sensed, the TCM stores a Diagnostic
Trouble Code (DTC). Some of these codes cause the transmission to go into “Limp-In”
or “Default” mode.
The NAG 1 transmission defaults in the current gear position if a DTC is detected.
Then after a key cycle or if the transmission is placed in Park, the transmission goes
into Limp-In Mode, which is mechanical second gear. Some DTCs allow the
transmission to resume normal operation (recover) if the detected problem goes away.
A Permanent Limp-In DTC recovers when the key is cycled; but if the same DTC is
detected for three key cycles, the system does not recover and the DTC must be
cleared from the TCM with a scan tool.
After the scan tool is in the transmission portion of the diagnostic program, it
constantly monitors the TCM to see if the system is in Limp-In Mode. The scan tool
indicates when the transmission is in Limp-In Mode.
NORMAL TRANSMISSION OPERATION (SHIFT PATTERNS)

Normal operation of the transmission is when all upshifts and downshifts occur when
expected. The shifts should be timely and without harshness. The transmission
should be able to attain all forward and reverse gear ranges. The initial engagement
of Drive 1st and/or reverse should be prompt, without delay and smooth. There
should be no chatter during torque converter clutch operation.
The following charts provide illustration in graph form of approximately when
transmission automatic shifting should occur based on % accelerator pedal position
and transmission calculated output shaft speed (rpm).
The charts include:
• 1–2, 2–3, 3–4, 4–5 upshift patterns
• 5–4, 4–3, 3–2, 2–1 downshift patterns
• Steady state gear ranges with Open-to-Slipping (O-S) and Slipping-to-Open
(S-O) torque converter clutch operation patterns
• Fuel economy patterns
• Manual gear upshift patterns using Autostick
The patterns shown are intermixed to show comparisons of shifts at various output
shaft speeds.
175
Figure 125 1–2, 2–1, 1–2 Fuel Econ, 2O-S and 2S-O
176
Figure 126 2–3, 3–2, 2–3 Fuel Econ, 2O-S, 2S-O, 3O-S, 3S-O and 4S-O
177
Figure 127 3–4, 4–3, 3–4 Fuel Econ, 4O-S, 4S-O, 3O-S and 3S-O
178
Figure 128 4–5, 5–4, 4–5 Fuel Econ, 5O-S, 5S-O, 4O-S and 4S-O
179
Figure 129 1–2, 2–3, 3–4 and 4–5
180
Figure 130 2–1, 3–2, 4–3 and 5–4
181
Figure 131 1O-S, 2O-S, 3O-S, 4O-S, 5O-S, 1S-O, 2S-O, 3S-O, 4S-O and 5S-O
182
Figure 132 2O-S, 3O-S, 4O-S, 5O-S, 2S-O, 3S-O, 4S-O and 5S-O
183
Figure 133 1–2, 2–3, 3–4 and 4–5
184
Figure 134 1–2, 2–3, 3–4 and 4–5
185
Table 13 Diagnostic Trouble Codes

FAULT J2012 A580 DESCRIPTION OF LIMP-IN MIL TYPE OF
CODE DTC DTC FAULT SET LIT FAILURE
2 P0753 2100 1–2/4–5 Shift Solenoid Yes (P) Yes C, E, S
3 P0758 2102 2–3 Shift Solenoid Yes (P) Yes C, E, S
4 P0763 2104 3–4 Shift Solenoid Yes (P) Yes C, E, S
5 P0743 2106 TCC Solenoid Circuit Yes (P) Yes C, E, S
6 P0748 2107 Modulating Pressure Yes (P) Yes C, E, S
Solenoid Circuit
7 P0778 2108 Shift Pressure Solenoid Yes (P) Yes C, E, S
Circuit
10 P0657 2602 Solenoid Supply Voltage Yes (P) Yes C, E, S
11 P0642 2603 Sensor Supply Voltage Yes (P) Yes C, E, S
Low
78 P0643 Sensor Supply Voltage Yes (P) Yes C, E, S
High
12 P0717 2200 N2 Input Speed Sensor Yes (T) Yes C, E, S
Circuit
13 P2767 2203 N3 Input Speed Sensor Yes (T) Yes C, E, S
Circuit
14 P2784 220A Input Sensors Mismatch Yes (T) Yes C, E, S, T
15 P1704 220B N2 Sensor Overspeed Yes (N) Yes C, T
99 P1705 N3 Sensor Overspeed Yes (N) Yes C, T
19 P0563 2601 System Overvoltage Yes (T) Yes C, E
20 P0712 2220 Transmission Oil Temp. No No C, E, S
Sensor Shorted
21 P0562 2600 System Undervoltage Yes (T) Yes C, E
22 U140C 2400 CAN Right Rear Wheel No No C, E, S
Speed Signal Not Valid
23 U140B 2401 CAN Left Rear Wheel No No C, E, S
24 U140A 2402 CAN Right Front Wheel No No C, E, S
186

25 U1409 2403 CAN Left Front Wheel No No C, E, S
P0501 Vehicle Speed Sensor Yes (T) Yes C, E, S
Performance/Rationality
26 U1400 2405 CAN Engine TPS Message No No C, E, S
Not Valid
27 U1404 2406 CAN Static Engine Torque No No C, E
Message Not Valid
28 U1401 240A CAN Engine Speed No No C, E, S
Message Not Valid
29 U1405 2408 CAN Minimum Engine No No C, E
Torque Message Not Valid
30 U0141 2314 Lost Communication with No No C, E
Central Gateway
31 U1406 2409 CAN Maximum Engine No No C, E
Torque Message Not Valid
32 U1407 2407 CAN Engine Torque No No C, E
Demand Message Not
Valid
33 U1408 2404 CAN ABS Brake Light No No C, E
Switch Message Not Valid
34 U0103 2313 Lost Communication with Yes (T) Yes C, E
Electric Gearshift Module
Instrument Panel
36 U110B 2312 CAN Engine Coolant No No C, E
Message Missing
37 U0002 2300 Bus-Off CAN Controller 1 Yes (T) Yes C, E
38 U0121 2310 ABS CAN Messages Yes (T) Yes C, E
Missing
39 U0100 2311 Engine CAN Messages No Yes C, E
Missing
A/C Control Module
187

41 U0114 2317 Lost Communication with Yes (T) Yes C, E
CAN Transfer Case
42 U0404 240C CAN Gearshift Position Yes (T) Yes C, E
Message Not Valid
43 U1402 240B CAN Engine Coolant No No C, E, S
Temperature Message Not
Valid
44 U0414 240D CAN Transfer Case Yes (T) Yes C, E
Message Not Valid
48 P0602 2010 Internal Controller Yes (P) Yes C
Variant Not Coded
49 P0219 2501 Engine Overspeed Yes (N) Yes C, T
50 P0730 2500 Improper Gear Ratio Yes (N) Yes C, E, T
51 P0731 2502 Transmission Slipping in Yes (C) Yes C, T
First Gear
100 P0732 Transmission Slipping in Yes (C) Yes C, T
Second Gear
Third Gear
Fourth Gear
Fifth Gear
52 P0742 2510 TCC Stuck On No No C, E, S, T
(Mechanical)
53 P2783 2511 TCC Overtemp No No T
54 P2638 2520 Torque Reduction No No C
Acknowledge Not Correct
55 P1731 2503 Incorrect Gear Engaged Yes (T) Yes C, E, S
56 P1629* 2013 Solenoid Yes (P) Yes C
Supply/Watchdog
57 P1631* 2004 Internal Controller Clock Yes (P) Yes C
Failure
188

58 P1632* 2000 Internal Controller Test Yes (P) Yes C
Internal Watchdog Failure
59 P1633* 2002 Internal Controller Test Yes (P) Yes C
External Watchdog
Failure
60 P1634* 2001 Internal Controller No Yes C
Internal Watchdog
Occurred
61 P1636* 2003 Internal Controller No Yes C
External Watchdog
Occurred
62 P0604 2005 Internal Controller RAM Yes (P) Yes C
Failure
63 P0605 2008 Internal Controller ROM Yes (P) Yes C
Failure
65 P1637 200A Internal Controller No No C
EEROM Failure
66 P1638* 2006 Internal Controller CAN 1 Yes (P) Yes C
RAM Failure
67 P1639* 2007 Internal Controller CAN 2 Yes (P) Yes C
RAM Failure
P0613 Internal Controller Failure Yes (P) Yes C
71 P0752 2101 1–2/4–5 Solenoid Circuit Yes (P) Yes C, E, S
72 P0757 2103 2–3 Solenoid Circuit Yes (P) Yes C, E, S
73 P0762 2105 3–4 Solenoid Circuit Yes (P) Yes C, E, S
74 P0710 2221 Temperature Sensor P/N No No C, E, S
Switch Circuit
75 P0714 2222 Temp. Sensor Erratic No No C, E, S
80 U1508 2333 Electric Gearshift Module Yes (T) Yes C, E
Incorrect Message Length
81 U0415 2330 ABS Controller Incorrect Yes (T) Yes C, E
Message Length
82 U0401 2331 Engine Controller No Yes C, E
189

83 U1507 2335 Engine Coolant No No C, E
Temperature Incorrect
Message Length
84 U0431 2334 Central Gateway Incorrect No No C, E
Message Length
85 U0423 2332 Instrument Panel No No C, E
86 U0424 2336 A/C Controller Incorrect No No C, E
Message Length
87 U1506 2337 Transfer Case Controller Yes (T) Yes C, E
111 U140F CAN Engine Variant Yes (P) Yes C, E
Message Not Valid or
Missing
112 U1410 CAN FCM Variant Yes (P) Yes C, E
Message Not Valid or
Missing
* These faults also set (P) = Permanent Limp-In C = Controller
code P0613 (T) = Temporary Limp-In E = Electrical
(C) = Controlled Limp-In S = Sensor/Actuator
(N) = Loss of Drive T = Transmission
190
MODULE 9 TRANSMISSION ADAPTATION AND REPAIR

VERIFICATION
TCM ADAPTATION
The Adaptation procedure requires the use of the diagnostic scan tool which quickly
recalibrates the TCM to provide optimum transmission operation with improved
initial shift quality.
The Adaptation procedure should be performed if any of the following repairs are
performed.
• Transmission replacement
• TCM replacement
• Major transmission component replacement or rebuild
To equalize tolerances and wear, an automatic adaptation takes place for:
• Shift time
• Clutch/brake filling time
• Clutch/brake filling pressure
Adaptation data is stored permanently and to some extent, can be diagnosed.
Table 14 Adaptation
Driving Style Adaptation not written to memory.
Moves shift point.
Needs certain inputs to adapt.
Occurs every ignition key cycle.
Shift Time Written to memory.
Adjusts Shift Time from one gear to the next.
Needs certain values to adapt.
Fill Pressure Written to memory.
Pressure adjustment that affects shift quality.
Fill Time Written to memory.
The time it takes to apply a shift member.
191
Driving Style Adaptation

The shift point is modified in steps based on the information from the inputs. The
control module looks at inputs such as:
• Vehicle acceleration and deceleration (calculated by the TCM)
• Rate of change as well as the position of the throttle pedal (fuel injection
information from the PCM)
• Lateral acceleration (calculated by the TCM)
• Gear change frequency (how often the shift occurs)
Based on how aggressive a driver drives the vehicle, the TCM moves up the shift so
that the present gear is held a little longer before the next upshift. If the driving style
is still aggressive, the shift point is modified up to ten steps. If the driving returns to
normal, then the shift point modification also returns to the base position.
This adaptation has no memory. The adaptation to driving style is nothing more
than a shift point modification meant to assist an aggressive driver. The shift points
are adjusted for the moment and return to base position as soon as the inputs are
controlled in a more rational manner.
Driving style adaptation does not occur when there is an ABS wheel speed sensor
fault.
Shift Time Adaptation (Shift Overlap, Working Pressure)
Shift time adaptation is the ability of the TCM to electronically alter the time it takes
to go from one gear to another. Shift time is defined as the time it takes to disengage
one clutch while another clutch is being engaged.
Shift time adaptation is divided into four categories:
1. Accelerating upshift, which is an upshift under a load. For shift time
adaptation for the 1–2 upshift to take place, the transmission must shift from
first to second in six different engine load ranges versus transmission output
speed ranges.
2. Decelerating upshift, which is an upshift under no load. A decelerating upshift
is a rolling upshift and is accomplished by letting the vehicle roll into the next
gear.
3. Accelerating downshift, which is a downshift under load, can be initiated by the
throttle, with or without kickdown. The shift selector can also be used.
4. Decelerating downshift, which is accomplished by coasting down. As the speed
of the vehicle decreases, the transmission downshifts.
192
Fill Pressure Adaptation (Apply Pressure, Modulating Pressure)

Fill pressure adaptation is the ability of the TCM to modify the pressure used to
engage a shift member. The value of this pressure determines how firm the shift is.
• If too much pressure is used, the shift is harsh.
• If too little pressure is used, the transmission can slip.
The pressure adjustment is needed to compensate for the tolerances of the shift
pressure solenoid valve. The amount the solenoid valve opens as well as how quickly
the valve can move, has an effect on the pressure. The return spring for the clutch
provides a resistance that must be overcome by the pressure for the clutch to apply.
These return springs have slightly different values, which can affect the application
pressure and is compensated for by fill pressure adaptation.
Fill Time Adaptation (Engagement Time Adaptation)
• Fill time is the time it takes to fill the piston cavity and take up any clearances
in a clutch or brake. Fill time adaptation is the ability of the TCM to modify the
time it takes to fill the shift member by applying a preload pressure.
Adaptation Procedure
Using the diagnostic scan tool, reset the transmission adaptives to achieve the factory
settings for adaptives.
1. Drive the vehicle until the transmission temperature is in the specified ranges
for Coastdown adaptation and Upshift adaptation.
• Coastdown adaptation should be performed first, while the transmission
temperature is in the range of greater than 60°C (140°F) and less than 70°C
(158°F). The procedure is voided if coastdown adaptation is not performed
within this temperature range.
• Upshift adaptation should be performed second, while the transmission
temperature is in the range of greater than 60°C (140°F) and less than 100°C
(212°F).
2. Perform four to five Coastdown shifts from 5th to 4th gear and then 4th to 3rd
gear.
3. From a stop, moderately accelerate the vehicle, with the engine speed below
1800 rpm, to obtain all forward gear ranges. Repeat four to five times.
Note: It might be difficult to obtain 5th gear at 1800 rpm. In this case, allow
the transmission to shift into 5th gear at a higher rpm and then lower
the rpm to 1800.
4. Perform manual shifts between 4th and 5th gears using the shift lever.
193
The TCM stores adaptation values every ten minutes. After performing the
adaptation procedures, make sure to leave the engine running for at least ten
minutes. You can manually store the adaptation values using the diagnostic scan
tool “Store Adaptives” procedure. Repeat the adaptation procedure if shift quality is
questionable and if still questionable, verify any transmission repairs.
TRANSMISSION REPAIR VERIFICATION TESTING

As is always with any transmission service requiring component replacement or when
the TCM has been replaced, you must verify that the repair is complete and has
corrected the initial concern. There should be no DTCs present and the transmission
must be shifting properly with no fluid leaks.
After performing a TCM Adaptation, the vehicle must be road tested to perform the
NAG 1 Transmission Verification Test. The verification test requires the use of the
diagnostic scan tool and that the vehicle be driven to perform various shift
adaptations.
Preliminary steps before the Repair Verification Test are necessary.
• Reconnect any disconnected components.
• Connect the diagnostic scan tool to the Data Link Connector (DLC).
• Erase any initial DTCs set as a result of the original concern or from testing.
• Start and run the engine until the transmission temperature is above 43°C
(110°F). Use the diagnostic scan tool to display transmission temperature and
verify the correct temperature.
• Check the transmission fluid level and adjust as necessary. Refer to the
appropriate service information for the procedure.
• Perform the adaptation procedure whenever the TCM and/or the transmission
have been replaced or major transmission repairs have been performed. If
none of these apply, road test the vehicle.
194
Road Test
Take the vehicle on a road test with the diagnostic scan tool connected to monitor
transmission temperature, throttle angle and any DTCs that might occur and to
perform the transmission solenoid test. The Road Test consists of the following:
• Make 15 to 20 1–2, 2–3 and 3–4 upshifts.
• Perform the shifts from a standing start to 72 km/h (45 mph) with a constant
throttle opening of 20 to 25 degrees (use diagnostic scan tool).
• With speeds below 40 km/h (25 mph), make five to eight wide open throttle
kickdown shifts to first gear. Allow at least five seconds each in second gear
and third gear between each kickdown shift.
• Perform the Transmission Solenoid Test and check for any DTCs using the
diagnostic scan tool.
After the road test verification, if there are any additional DTCs, refer to the
appropriate diagnostic test procedures to correct the condition. Clear any DTCs after
testing. Perform the road test again for correct repair verification.
With no DTCs and proper and smooth transmission shifting, the repair is complete.
195
Notes:
196
SPECIAL TOOLS
TOOL
NUMBER TOOL DESCRIPTION TOOL ILLUSTRATION
C-3339 Dial Indicator
6311 Gauge Bar
8266 End Play Set
8266-18 End Play Adapter
8863A Dipstick
9336
(300C)
197
TOOL
8900 Multi-Use Spring
Compressor
8901 Pressing Tool
8902A Seal Installer
8907 Pliers
8908 Funnel (BUX Only)
198
TOOL
8909 Filler Tube (BUX Only)
8910 Pump (BUX Only)
9078 Staking Tool
9082 Bearing Remover
9287 Bearing Installer
199
Notes:
200
GLOSSARY OF TERMS
TERM DESCRIPTION
Annulus Gear A hollow gear in the form of a ring with internal teeth.
Automatic A mechanism of the drivetrain which takes the power from

Transmission the engine and transfers it to the driveshaft or wheels.
Without using a clutch, it uses a torque converter to
transmit power to the transmission. The transmission
automatically effects gear changes to meet varying road
and load conditions. Gear changing is done through a
series of oil-operated clutches.
Automatic A very thin viscosity liquid designed for use in automatic
Transmission Fluid transmissions which provides the hydraulic pressure
(ATF) necessary to operate the transmission and torque
converter.
Brake (B1, B2, B3) Consists of an alternating series of plates and discs. Plates
are keyed on their outer edge and discs on their inner
edge. When disengaged, the discs rotate freely between the
plates. When engaged, the brake locks the components of
the gear train to the transmission case. Otherwise known
as a holding clutch.
CAN Bus A high-speed, twisted wire communication network that
allows near real time control capability between various
control modules.
Clutch (K1, K2, K3) Consists of an alternating series of plates and discs. Plates
are keyed on their outer edge and discs on their inner
edge. When disengaged, the discs rotate freely between the
plates. When engaged, the clutch locks the components of
the gear train together.
Fluid Coupling On an automatic transmission, provides a viscous fluid to
connect the engine output and the transmission input.
The coupling transfers engine torque to the transmission
input shaft through the use of two units with vanes
operating very close together in a bath of oil. The engine
drives one set of vanes causing oil to be thrown outward
into the other set of vanes which then turns the
transmission input shaft. A fluid coupling cannot increase
torque above that produced by the crankshaft.
201
TERM DESCRIPTION
Gear Ratio The relationship between the number of turns made by a
driving gear to complete one full turn of the driven gear. If
the driving gear turns four times to turn the driven gear
once, the gear ratio is 4 to 1. In most cases, the gear ratio
is not an even 4:1 ratio because the same teeth would be
meshing with each other. Thus a ratio of 4.0:1, for
instance, means that a particular tooth on one gear
eventually meshes with every tooth on the other gear.
Grey Code A valid signal that reports the status of each Hall Effect
sensor for each switch position to determine gear position
and shift lever assembly movement (fore and aft direction).
Input Shaft The shaft delivering power into a mechanism. The shaft
from the turbine into the torque converter is the
transmission input shaft.
Modulating Pressure A variable force solenoid that controls the hydraulic system
Solenoid line pressure.
Overdrive A unit with a planetary gear set that turns the driveshaft
faster than the transmission input shaft. The overdrive
makes the final drive less (e.g., 0.87:1). The overdrive can
reduce gas consumption at sustained highway driving,
engine noise and engine wear.
Overrunning Clutch A clutch mechanism that only locks in one direction. If
(F1 and F2) driving torque is removed or reversed, the clutch slips. It
is used to assist in holding gear train components.
Planetary Gear Set A unit consisting of a ring (annulus) gear with internal
teeth, a sun gear with external teeth, and a series of planet
gears meshed with both the ring gear and sun gear.
Shift Pressure A variable force solenoid that controls the hydraulic
Solenoid pressure to the shift elements.
Solenoid An electrically operated magnetic device used to operate a
unit. A movable iron core is placed inside a coil of wire
that moves when electric current is fed to the coil because
of magnetic attraction. When current flows through the
coil, the core tries to center itself in the coil. As the core
moves, it exerts force on anything connected to it.
202
TERM DESCRIPTION
Stator A hub with a series of vanes affixed in a radial position.
Oil leaving the torque converter turbine strikes the stator
vanes which redirects oil into the pump at an angle that
improves efficiency. The stator causes torque
multiplication. Torque multiplication is highest at stall
when engine speed is at its highest and the turbine is
stationary.
Sun Gear The center gear around which the planet gears revolve.
Torque Converter A unit in an automatic transmission, similar to a fluid
coupling that transfers engine torque to the transmission.
The torque converter also cushions the flow of power.
Unlike a fluid coupling, the torque converter multiplies
engine torque by the use of a stator between the drive and
driven members. The torque converter drive member is
referred to as the “pump.” The driven member is referred
to as the “turbine.” The engine drives the impeller (pump),
which forces fluid against the vanes of the turbine which is
connected to the transmission input shaft. The stator
redirects oil flow from the turbine to improve torque
converter efficiency.
Torque Converter A torque converter fitted with a clutch that can be engaged
Clutch to eliminate or reduce the slip between the torque
converter input and output, thereby improving fuel
efficiency, cooling and engine pulse transfer.
Torque Multiplication Increasing engine torque in the automatic transmission
through the use of a torque converter.
Transmission A device that uses gearing or torque conversion to effect a
change in the ratio between engine rpm and drive wheel
rpm. When engine rpm is higher in relation to wheel rpm,
more torque but less speed is produced. A lower engine
rpm in relation to wheel rpm produces a higher road speed
but delivers less torque.
203
Notes:
204

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NAG 1/W5A580

School of Technical Training

TRANSMISSION FILTER AND VALVE BODY REMOVAL REQUIREMENTS........ 39

NEUTRAL (DEFAULT MODE) ...........................................................................73

VALVE BODY ................................................................................................ 100

STUDENT LEARNING OBJECTIVES

Upon successful completion of this course, you will be able to:

The acronyms listed here are used in this course.

• LED Light Emitting Diode

MODULE 1 TRANSMISSION AND FLUID IDENTIFICATION

Figure 1 NAG 1 Automatic Transmission Clutch Layout

Figure 2 Crossfire Shift Lever Assembly Shown

A Winter/Standard (W/S) switch is incorporated into the shift lever assembly on

NAG 1 TRANSMISSION MODEL DESIGNATION AND APPLICATION

W Hydraulic Torque Converter A or Automatic or Jeep Four Wheel

722. Automatic Transmission for 81 Version of Transmission for Vehicle

1 Locking Pin 3 Fill Tube

Oil Level Control

TRANSMISSION ID STAMP LOCATION

1 Transmission Bar Code 2 Pin Stamp Pad

1 Traceability 7 Build Sequence

MODULE 2 TRANSMISSION MECHANICAL COMPONENTS,

1 Heat Shield 7 Bolt

MECHANICAL COMPONENT OVERVIEW

1 K1 Inner Disc Carrier with 3 Input Shaft with Front Annulus

1 Teflon Seal Rings 7 K3 Clutch Assembly

Clutch Operation and Gear Ratios

BRAKES (HOLDING CLUTCHES)

1 B1 Brake 3 F1 Overrunning Clutch

1 B1 Clutch Outer Hub 6 Multiple Disc Pack

1 B2 Brake 3 F2 Overrunning Clutch

1 B3 Brake 2 Rear Carrier and Center Annulus

1 Snap Ring (Selective) 9 B3 Piston Sealing Ring

1 K1 Clutch Hub/Front Sun Gear 3 K1 Clutch

1 K1 Clutch Hub/ Front Sun Gear 7 Disc Spring

1 Rear Carrier and Center Annulus 2 K2 Clutch

1 K1 Inner Disc Carrier with 9 Spring Retainer

1 Center Sun Gear 3 K3 Clutch

The K3 clutch is shown with internal components.

1 Snap Ring 6 Piston

1 Center Sun Gear/Hollow Shaft 5 Snap Ring

1 Park Lock Gear 5 Guide

OIL PUMP ASSEMBLY

1 B1 Brake Retainer Bolt 4 Oil Pump Retaining Bolt

Symptom-based diagnostics are an essential part of diagnosing the transmission ―

TRANSMISSION OIL LEAK DIAGNOSIS

GEAR TRAIN END PLAY

1 Tool 8266-8 (Part of Set) 3 Tool C-3339

FLUID AND FILTER MAINTENANCE

TRANSMISSION FILTER AND VALVE BODY REMOVAL REQUIREMENTS

1 Valve Body 3 Oil Filter

FLUID AND FILTER ANALYSIS

1 Heat Shield 7 Bolt

Valve, Check Ball and Strainers

1 Steel Check Balls 4 Pressure Feed Valve

1 Solenoid Valve Cap 8 3–4 Shift Solenoid Valve

AIR PRESSURE TESTING

1 K1 Clutch Apply Port 5 B3 Clutch Apply Port

1 Turbine 6 Torque Converter Clutch Piston

BRAKE (HOLDING) CLUTCHES

1 Snap Ring 9 B3 Piston Sealing Ring

1 B1 Clutch Outer Hub 6 Multiple Disc Pack

1 K1 Clutch 5 Thrust Washer