Part 1 of Self Inflicted Injuries primarily focused on cross connecting sensor or solenoid connectors which typically leads to many wasted hours trying to resolve. It was mentioned in that article that the most current cross connect mistake occurs with the 62TE transmission in Dodge, Chrysler and VW vehicles. The Transfer Shaft Speed Sensor and the Output Shaft Speed sensor are easily cross connected as they are side by side.
Since the subject was about cross connecting solenoids or sensors, all issues were external not requiring any major work to remedy. That is if you figured out the problem before pulling the unit or changing the computer. As promised in Part 1 of this series of Self Inflicted Injuries, part 2 will discuss some of the errors that are being made using the wrong parts with both the 62TE and RE4F04B transmission. Admittedly, this type of error (using the wrong parts) rarely occurs with any transmission so when it does, it becomes that more elusive.
The earlier predecessor to the 62TE was the 41TE (A604) transmission. Many of the parts used in the 41TE will fit into the 62TE but that doesn’t mean they will work. One of these parts is the rear planetary carrier as seen in Figure 1. It is not uncommon for the number 7 thrust bearing to fail causing the need to replace this carrier. The problem is replacing it with one from the 41TE transmission. The carrier on the left is the 62TE with a 48 tooth Transfer Speed Sensor reluctor wheel while the 41TE on the right has 24 teeth. Obviously the 24 tooth reluctor will not work in the 62TE and the 48 tooth reluctor will not work in the 41TE. Both scenarios will produce continuous multiple gear ratio errors causing the computer to initiate a failsafe mode.
Another part that looks similar and will fit into place but does not work is the 2/4 Clutch Piston Retainer. This is a tin type retainer that the apply piston fits into. This retainer has a feed hole through the side of it. A locating tab integral to the retainer is used to ensure its proper installation into the case aligning the feed hole correctly.
Figure 2 shows a retainer from the 41TE with the feed hole pointing directly at you. Right above the feed hole is the locating tab. It is difficult to see in the photograph as the tab is pointing directly at you also.
When this is installed into the transmission, the tab faces down towards the valve body which mounts to the bottom of the transmission. This ensures that the feed hole is also pointing to the bottom as apply pressure is fed into the retainer from the valve body.
The 62TE has a similar retainer except the feed hole is 90° from the bottom to the side of the retainer as the valve body is mounted on the side of the transmission not the bottom. The locating tab still faces the bottom of the case (Figure 3).
If the 41TE retainer is placed into a 62TE, fluid is blocked from entering the retainer to apply the 2/4 clutches. This clutch is used for 3rd gear in the 62TE so it will shift from first to second than second to neutral. The computer will initiate failsafe which in this transmission is third gear. Since third cannot apply the vehicle will not move forward but will have reverse. After an ignition cycle this symptom will repeat itself.
Similarly, if the 62TE retainer is placed into the 41TE transmission, this too will block oil to the 2/4 clutches. The 2/4 clutches in this transmission is used for second and forth. With the oil blocked the vehicle will shift from first to neutral. The computer will initiate failsafe which in this transmission is second gear. Since second cannot apply the vehicle will not move forward but will have reverse. After an ignition cycle this symptom will repeat itself.
Knowing the symptoms when these types of building errors take place allows for a quick diagnosis so it’s good to keep this in mind. Not knowing or remembering them will make for a very long and hard day or days.
With Nissan’s RE4F04B transmission if you remember, the Turbine Revolution Speed Sensor (TRS/TSS) and Output Shaft Speed Sensor (OSS) are side by side facilitating an easy cross connect mistake as discussed in part 1. The TRS is excited by the lugs on the Forward Clutch Drum. From time to time this drum needs replacement due to ring grooving. The error is using a drum from its predecessor the RE4F04A transmission. Figures 4 and 5 have both of these drums sided by side. The F04B is on the left, the F04A on the right. Notice the length of the lugs with the F04B extends closer to the bottom end of the drum than does the F04A. The lugs were purposely extended with the “B” version to be used to excite the TSS. By using the “A” version, the sensor is rendered ineffective as there are no lugs to excite it, and it is truly not an exciting experience! Without a Turbine Revolution Speed Sensor Signal the vehicle will develop shift complaints before defaulting to 3rd gear failsafe setting code P0715 for the sensor, and P0730 series gear ratio error codes.
The examples provided thus far in this series of Self Inflicted Injuries reveals a dimension of diagnostic awareness that is often times not considered. Human error is inevitable and as hard as we try to safeguard against them, it must be one of the first things to consider. In most cases cross connections of sensor and solenoids can be quickly determined if it is the forefront of the diagnosticians thinking process. Usage of incorrect parts can be quickly determined if you know what parts have been changed. If the parts changed have a direct link to the malfunction at hand, it then becomes a viable possibility.
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About the Author
Wayne ColonnaWayne Colonna
POWERTRAIN PRO Publisher
Wayne Colonna is president of the Automatic Transmission Service Group (ATSG) in Cutler Bay, Fla., and a frequent speaker/instructor for transmission training around the globe.
