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Diagnosis By Symptom > < Preliminary Inspection

Mondeo 2001 (10.2000-02.2007)

Automatic Transmission/Transaxle - Vehicles With: 4-Speed Automatic Transmission (CD4E) - Diagnostics Mondeo 2001 (10/2000-02/2007)
Diagnosis and Testing

Special Tool(s)

Hydraulic Pressure Gauge

307-132 (17-014)

Adaptor for 307-132

307-132-02 (17-014-02)

Plate, Transmission Air Test

307-301 (17-056)
General Equipment
Worldwide diagnostic system (WDS)

On-Board Diagnosis with the Diagnostic Tool

NOTE:
NOTE:All engine checks must be completed and any faults rectified before any transmission checks may be carried out.

When using the roller test stand, make sure that the vehicle is secured.

Preparation

WARNING:
WARNING:Do not carry out the test on a lift as the vehicle may move out of position as result of sudden gearshifts.

Down-load the required software according to the manufacturer's instruction.

To carry out the diagnosis, follow the user guide instructions on the PDU display.

Connecting the Diagnostic Tool

CAUTION:
CAUTION:All wiring, including that of the pressure test gauge, should be laid at a safe distance from any source of heat.
  1. Remove the intake pipe together with the air filter housing.
    1. Disconnect the mass air flow (MAF) sensor plug.
    1. Disconnect the intake air temperature (IAT) sensor plug.
    1. One bolt, two nuts.

  1. Remove the intake pipe with the air cleaner.
    1. Detach the positive crankcase ventilation (PCV) hose.
    1. Disconnect the air cleaner outlet pipe.
    • Pull the air cleaner housing out of the rubber bush.

  1. Lay the wiring so that it is not caught when the hood is closed.

  1. Disconnect the CD4E transmission plug.

  1. Connect the test lead to the automatic transmission.
    1. Connect test lead.
    1. Secure the wiring loom plug with a retaining strap.

  1. Pull out the plug of the turbine shaft speed (TSS) sensor.

  1. Connect the test lead to TSS sensor and secure the wiring loom plug with a suitable retaining strap.

  1. Install the intake pipe together with the air filter housing.
    1. Fit the PCV hose.
    1. Connect the intake hose.

  1. Install the intake pipe together with the air filter housing.
    1. Connect the mass air flow (MAF) sensor multiplug.
    1. Connect the intake air temperature (IAT) sensor multiplug.
    1. Fit the bolt and the two nuts.

  1. Connect the VBA extension lead to the vehicle battery.

  1. Connect WDS to the engine management serial communications link (SCL) connector.

NOTE:
NOTE:The software must be loaded.
  1. Lay all the wiring in the vehicle, connect it and close the hood (right-hand side shown).

  1. Connect the red test probe lead to the switch.

Perform On-board Diagnosis

The assistance of another technician is required because the screen data must be read from the PDU during the journey.

During diagnostics with WDS, the electrical connection between the transmission and the PCM is disconnected. All gear changes are then controlled by the WDS.

CAUTION:
CAUTION:The operating pressure will drop to a minimum during certain test steps. The PDU will interrupt some tests during acceleration in order to prevent transmission damage.

The checks may be interrupted at any time by switching the PDU off (red button). The transmission then changes automatically to 3rd gear, and the coast clutch is disengaged. Other gears may be selected as required.

Continue the diagnostic procedure until its completion, then carry out any rectification work and re-verify the condition (by a road test if necessary).

DIAGNOSTIC TROUBLE CODE CHART

DIAGNOSTIC TROUBLE CODE CHART

DTC: Component Possible cause Symptom
P1116 ECT sensor. Voltage of ECT sensor not within tolerance range. Repeat self-test at operating temperature.
P0117 ECT sensor. ECT sensor signals 125°C (254°F). Torque converter lock-up clutch permanently disengaged.
P0118 ECT sensor. ECT sensor signals -40°C (-40°F). Torque converter lock-up clutch permanently disengaged.
P1124 TP sensor. Voltage of TP sensor not within tolerance range. TP sensor not in the correct position during the self-test (repeat self-test).
P0122, P0123, P1120, P1121, P1125 TP sensor. See Engine Management VSTM. Harsh gearshifts, incorrect gearshift timing, converter lock-up clutch permanently disengaged.
P0102, P0103, P1100, P1101 MAF sensor. See Engine Management VSTM. Incorrect gearshift timing, faulty operating pressure, converter lock-up clutch engages at incorrect time, same symptoms as for faulty TP sensor.
P0300, P0308, P0320, P0340, P1351, P1364 Engine Ignition. See Engine Management VSTM. Converter lock-up clutch not engaging, delayed downshift at full throttle.
P1705 TR sensor. TR sensor not in position "P" during self-test. Repeat self-test as required.
P1703 BPP switch. BPP switch not activated during self-test (possibly open circuit). Torque converter lock-up clutch not engaging with throttle valve less than 1/3 open.
P1703 BPP switch. Faulty BPP switch circuit. Torque converter lock-up clutch not disengaging under braking.
P1460 A/C switch. A/C clutch switched on during self-test. Faulty operating pressure.
P0750* SSA solenoid. SSA solenoid circuit. Incorrect gear selection (see Solenoid Operation Chart).
P0755* SSB solenoid. SSB solenoid circuit. Incorrect gear selection (see Solenoid Operation Chart).
P1747*, P1760 EPC solenoid. Voltage fluctuations in EPC solenoid circuit, short circuit to ground. If short circuit to ground: engine speed limitation (partial fuel shut-off, heavy misfiring).
P1746* EPC solenoid. Voltage fluctuations in EPC solenoid circuit, open circuit. Open circuit causes high operating pressure, juddering gearshifts and engagement.
P1711 TFT sensor. Transmission not at operating temperature during self-test (bring up to operating temperature and repeat self-test as required).
P0713 TFT sensor signals temperature below -40°C (-40°F) or open circuit. Abnormal engagement and disengagement of converter lock-up clutch, faulty operating pressure control.
P0712 TFT sensor. TFT sensor signals temperature above 150°C (302°F) or short circuit. Abnormal engagement and disengagement of converter lock-up clutch, faulty operating pressure control.
P0715 TSS sensor. PCM detects missing signal from TSS sensor. No engagement of converter lock-up clutch, harsh gearshifts. No 4th gear and no engine braking in 2nd or 3rd gear.
P0731** SSA, SSB solenoid or mechanical components. None. 1st gear. Incorrect gear selection (see Solenoid Operation Chart).
P0732** SSA, SSB solenoid or mechanical components. No 2nd gear. Incorrect gear selection (see Solenoid Operation Chart).
P0733** SSA, SSB solenoid or mechanical components. No 3rd gear. Incorrect gear selection (see Solenoid Operation Chart).
P0734** SSA, SSB solenoid or mechanical components. No 4th gear. Incorrect gear selection (see Solenoid Operation Chart).
P0743* TCC solenoid. No voltage at TCC solenoid during self-test. If switched on incorrectly: engine stalls in manual 2nd gear, engine does not reach high engine speeds, poor performance at low engine speeds, harsh gearshifts.
P1780 O/D switch. No switchover signal from O/D switch during self-test. Repeat self-test.
P1783 TFT sensor. TFT sensor signals temperature above 132°C (270°F). Operating pressure too high.
P0707 TR sensor. Short circuit in TR sensor circuit. No operation in 4th gear, fixed gearshift pressure. No manual 1st gear.
P0708 TR sensor. Open circuit in TR sensor circuit. No operation in 4th gear, fixed gearshift pressure, no manual 1st gear.
P1789* 3-2T/CCS solenoid. Short circuit in 3-2T/CCS solenoid circuit during self-test. No engine braking (except in 4th gear), delayed 3 - 3 downshift.
P1788* 3-2T/CCS solenoid. Open circuit in 3-2T/CCS solenoid circuit during self-test. Engine braking function in 2nd and 3rd gear, abrupt or rough 3 - 2 downshifts, harsh 4 - 3 downshifts.
P1742 TCC solenoid. TCC solenoid permanently engaged. Harsh gearshifts. Engine stalls at low vehicle speeds.
P1744 TCC solenoid. Lock-up clutch slipping despite TCC solenoid being switched on. Torque converter lock-up clutch not engaging, minimal operating pressure.
P1751 SSA solenoid. Mechanical or hydraulic fault in the SSA solenoid. Incorrect gear selection depending fault mode and position of selector lever (TCIL flashing).
P1756 SSB solenoid. Mechanical or hydraulic fault in the SSB solenoid. Incorrect gear selection depending on fault mode and position of selector lever (TCIL flashing).
P0756 SSB solenoid. Mechanical or hydraulic fault in the SSB solenoid. Incorrect gear selection depending on fault mode and position of selector lever (MIL flashing).
P0751 SSA solenoid. Mechanical or hydraulic fault in the SSA solenoid. Incorrect gear selection depending on fault mode and position of selector lever (MIL flashing).
P0721 OSS sensor. PCM receiving faulty OSS signal. Harsh gearshifts, incorrect gearshift timing.
P0720 OSS sensor. PCM receiving no signal from OSS sensor. Harsh gearshifts, incorrect gearshift timing.
P0722 OSS sensor. PCM intermittently receiving no signal from OSS sensor. Harsh gearshifts, incorrect gearshift timing.
P1714 SSA solenoid. Mechanical fault in the SSA solenoid. Incorrect selection of gear depending on fault mode and position of the gear lever (see Solenoid Operation Chart).
P1715 SSB solenoid. Mechanical fault in the SSB solenoid. Incorrect selection of gear depending on fault mode and position of the gear lever (see Solenoid Operation Chart).
P0718 TSS sensor. PCM receiving faulty signal from TSS sensor. Harsh gearshifts, no power flow through torque converter.
P1702 TRS sensor. PCM intermittently receiving no signal from TRS sensor. Possibly incorrect gear selection by the PCM.
P1713 TFT sensor. Signal from TFT sensor too low (= temperature too high). High operating pressure, incorrect gear selection, harsh gearshifts, harsh engagement.
P1718 TFT sensor. Signal from TFT sensor too low (= temperature too low). High operating pressure, incorrect gear selection, harsh gearshifts, harsh engagement.
P1636 Induction strip labeling. See Engine Management VSTM.
P1782 P/E switch. P/E switch not operated during self-test or open or short circuit in P/E switch circuit. See Engine Management VSTM.

* Tests of output circuits are only triggered by electrical symptoms. ** Can also be caused by other non-electrical transmission components.

Special Testing Procedures

Line Pressure Test

WARNING:
WARNING:When performing the stall speed test, apply the parking brake fully and press hard on the foot brake pedal. Failure to follow these instructions may result in personal injury.
CAUTION:
CAUTION:Perform line pressure test prior to performing static test. If line pressure is low at stall, do not perform static test or further transmission damage will occur. Do not maintain wide open throttle (WOT) position in any gear range for more than five (5) seconds.

The transmission fluid level and engine coolant level must be correct. Both fluids must be at normal operating temperature. Before carrying out the check, make sure the gearshift linkage is set correctly.

  1. Remove the main line plug and connect the hydraulic pressure gauge with the adapter.

Line Pressure Plug

 
Item
Part Number
Description
A
-
Line Pressure Plug
  1. Start the engine and measure the line pressure (see table).

Operating pressure

Transmission Range Selector Lever Position Operating pressure at idle speed (bar) Operating pressure at stall speed (bar)
"P" (PARK) - "N" (NEUTRAL) 4.4 - 5.2 -
"R" (REVERSE) 4.4 - 5.2 18 - 20
"D" (DRIVE) 3.1 - 3.6 11.6 - 12.7
2 3.1 - 3.6 11.6 - 12.7
1 3.1 - 3.6 11.6 - 12.7

If the line pressure at idle speed is too low, check the following items:

  • Fluid level
  • Restricted inlet filter
  • Loose main body
  • Solenoid body
  • Accumulator body to case bolts
  • Excessive leakage in pump
  • Sticking main regulator valve
  • Damaged inlet tube seal on inlet filter
  • Damaged gaskets
  • Damaged separator plate

Line pressure at idle speed too high:

  • Carry out a visual check of the transmission wiring loom.
  • Carry out diagnosis using WDS.

Static Test

CAUTION:
CAUTION:If the operating pressure at idle is too low, do not carry out the static test.

The static test checks the operation of the following components:

  • Forward clutch
  • Low/Reverse Clutch Assembly
  • Reverse clutch
  • Engine power output

Transmission fluid level and engine coolant level must be correct. Both fluids must be at normal operating temperature.

CAUTION:
CAUTION:This test must not be continued for longer than 5 seconds after the engine speed reading has stabilized.
CAUTION:
CAUTION:If engine rpm recorded by the tachometer exceeds maximum specified rpm, release accelerator pedal immediately. Clutch or band slippage is indicated.

Permitted stall speed

Engine Stall speed RPM
1.8L Zetec 2150 - 2560
2.0L Zetec 2315 - 2700
2.5L Duratec-VE 2325 - 2710
  1. Connect the digital rev counter so that it can be easily read from the driver's seat. Apply the parking brake fully and depress the foot brake.
  1. Start the engine.
  1. Move the selector to "D" (DRIVE) and hold the accelerator pedal in the WOT position until the tachometer reading stabilizes (maximum of 5 seconds).
  1. Read off the stall speed.
CAUTION:
CAUTION:After testing move transmission range selector lever to "N" (NEUTRAL) and run the engine at least 30 seconds with idle speed to allow torque converter to cool.

Stall speed too high:

  • Selector lever position "D" (DRIVE): Check forward clutch.
  • Selector lever position "R" (REVERSE): Check reverse clutch or low/reverse clutch

Stall speed too low:

  • Check the powertrain control system.

A no-drive condition can exist even with correct transmission fluid pressure because of inoperative clutches or bands. Refer to the clutch/band application chart to determine which components may be responsible. A clutch concern may be located by substituting air pressure for oil pressure to determine the location of the malfunction.

When the transmission range selector lever is in a forward gear range "D" (DRIVE), 2 or 1, a no-drive condition may be caused by an inoperative forward clutch.

Test Procedures

Air Pressure Test

CAUTION:
CAUTION:Perform this test only if the transmission has been removed.
NOTE:
NOTE:Only perform this test when other test procedures have brought you to this one.
  1. Drain off automatic transmission fluid. Remove main control cover.
  1. Remove the main control as an assembly with the solenoid body assembly.
  1. The inoperative clutches may be located by applying air pressure into the appropriate clutch port; refer to Air Pressure Test Port Locations.
  1. Install the transmission air test plate for the transmission air pressure test with six bolts.
CAUTION:
CAUTION:Compressed air must not be applied to the coast clutch circuit at the same time as it is applied to the forward clutch circuit. Failure to observe this instruction can lead to the coast clutch piston coming out of the forward clutch piston.
NOTE:
NOTE:"Clutch/brake band operation" table in this sub-section.
  1. Apply compressed air at 2.75 bar to the relevant clutch connection (see 'Installation positions of compressed air test connections'). Either a dull knock can be heard or the piston movement can be felt. If the clutch seals are leaking or the return valve balls leaking, a hissing noise will be heard.

Air Pressure Test Port Locations

 
Item
Part Number
Description
1
-
Reverse clutch test port
2
-
Forward clutch test port
3
-
Direct clutch test port
4
-
Test connection - loosened position of 2/4 brake band
5
-
Test connection - tightened position of 2/4 brake band
6
-
Servo apply test port

Air Pressure Test Results

If the clutch pistons are not working, clean them and search for the cause of the fault.

If a clutch is not operated when compressed air is applied to the corresponding bore, or if clutches operate together, check the oil bores in the housing.

If application of air pressure to the pressure reservoir produces no operation, remove the pressure reservoir and check the housing bores and the pistons.

Leakage Inspection

Pull out the fluid level indicator and check the color of the transmission fluid. The original factory fill is red. This will make it easier to determine whether the leak is on the engine or the transmission. As long as the transmission has not been topped up often and as long as no fluid change has been performed, the red color of the transmission fluid filled in production makes location of leaks easier.

Leaks at the main control cover gasket can often be cured by tightening the bolts of the main control cover to 16 Nm. If necessary, renew the main control cover gasket.

Check the fluid filler tube connection at the transmission case. If leakage is found, install a new fluid filler tube grommet.

Check the cooler lines and fittings between the transmission and the cooler in the radiator for looseness, wear or damage. If leakage cannot be stopped by tightening a tube nut, renew the damaged parts. When fluid is found to be leaking between the case and the fluid tube connector, check for a missing or damaged O-ring. Tighten the fitting to the maximum specification.

CAUTION:
CAUTION:Do not try to stop the fluid leak by increasing the torque beyond specification. This may cause damage to the case threads.

If the leak continues, renew the fluid tube connector and tighten to specification. Follow the same procedure to eliminate fluid leaks between the oil cooler and the fluid tube connector.

Check the engine coolant in the radiator. If transmission fluid is present in the coolant, the cooler in the radiator is probably leaking.

The cooler can also be checked by disconnecting the fluid tubes from the tube connectors and applying no more than 345 kPa of air pressure to the tube connectors. Remove the radiator cap to relieve the pressure build up at the exterior of the fluid cooler tank. If the oil cooler leaks and/or it does not hold the pressure applied, install a new oil cooler.

If leakage is found at the transmission range selector lever shaft, renew the shaft seal.

Check for fluid leaking from the differential seal. Leakage may result from a damaged seal, missing garter spring or worn front wheel driveshaft or joint. Renew the seal and/or front wheel driveshaft and joint, as necessary.

Check for fluid leaks between the pump and the transmission case. A leak may be due to a rolled pump lip seal or a damaged seal. If necessary, repair the oil pump.

External Sealing

The following components prevent external leakage of transmission fluid from the automatic transmission:

  • Gaskets
  • Lip type seals
  • O-rings
  • Seal rings.

Leakage Points

 
Item
Part Number
Description
1
-
Gasket - transmission split flange
2
-
Gasket - pump body separator
3
-
Gasket - main control cover
4
-
Seal assembly - converter impeller hub
5
-
Seal - differential - converter housing
6
-
Seal - differential - transmission case
7
-
Seal - transmission range selector lever shaft
8
-
Seal - transmission range switch
9
-
Cover assembly - intermediate/overdrive servo
10
-
Plugs (1/4-18 conical thread) (line pressure)
11
-
Connector assembly - 3/8-18 cooler line fitting (2 Required)
12
-
Connector assembly - 3/8-18 cooler line fitting (2 Required)
13
-
Plug -1/2-14 socket square head (drain plug)
14
-
Seal - pump assembly (O-ring)
15
-
O-ring - torque converter speed sensor
16
-
Seal - speedometer retainer
17
-
Grommet - fluid filler tube
18
-
Indicator assembly - fluid level
19
-
Vent ring

Fluid Leakage in Torque Converter Area

Locate leaks near the torque converter in the following way. Leakage at the front of transmission, as evidenced by fluid around the converter housing, may have several sources. The cause can often be established before the automatic transmission is removed from the vehicle. The paths which the fluid can take to reach the bottom of the converter housing are as follows (numbers on illustration relate to items below):

Leakage Points

  1. Fluid leaking by the converter impeller hub seal lip will tend to move along the drive hub and onto the back of the impeller housing. Unless the seal is totally destroyed, the fluid leaking from around the seal lip will deposit near to the outer side of the case.
  1. Fluid leaking around the outside of the converter hub seal will follow the same path as that leaking from the seal lip.
  1. Fluid leakage from the welded metal reinforcements for the converter-to-drive plate threaded pins will be evident on the outside of the converter, on the back of the drive plates and in the converter housing, near to the drive plate. If leakage is suspected in these areas, remove the torque converter and carry out a pressure test.
  1. Fluid leakage from the pump will flow down the back of the converter housing. Leakage can be caused by loose or missing pump bolts, a torn or damaged seal between the pump and the housing and/or a worn pump bearing bush.
  1. Engine oil leaks are sometimes improperly diagnosed as transmission pump seal leaks. The following areas of possible leakage should be checked to determine if engine oil leakage is causing the concern.
    1. Oil leakage at the cylinder head cover means that oil flows to the converter housing or leaks between the converter housing and the cylinder block, so that oil is then found on or in the lower part of the converter housing.
    1. Oil leakage at the oil gallery plugs can cause oil at the back of the cylinder block to flow to the converter housing.
    1. Oil leakage and the rear crankshaft seal can cause oil to get to the drive plate and from there into the converter housing.

Further leakage tests

If the previous leakage tests have not clearly shown the cause of the leak, perform the following.

  1. Remove the converter housing. Remove traces of oil from the top and bottom of the front side of the converter housing, the rear of the engine and the oil sump. Clean the torque converter area with suitable non-flammable solvent and dry with compressed air.
  1. Wash out or down the converter housing and the front side of the drive plates. The converter housing can be washed out using an oil can filled with a suitable detergent. Blow dry all washed areas with compressed air.
  1. Start the engine and run it until the automatic transmission fluid has reached operating temperature. Check the back of the cylinder block and the top of the converter housing for signs of leaks. Raise the vehicle. Run the engine at fast speeds at first, then let it idle. Increase the fluid pressure by frequently putting the selector lever into "D" (DRIVE) and "R" (REVERSE). Observe the front of the drive plate, the back of the cylinder block (if possible) and all sides of the converter housing. Run the engine until fluid leakage is evident and the source of leakage can be determined.

Leak Check Test With Black Light

Aniline and luminous dyes that can be dissolved in the transmission fluid have been useful in finding leaks. These are mixed in proportions of 2.5 ml (1/2 teaspoon) of dye powder to 0.23 liters of transmission fluid. These dyes help to determine whether the leaks are of transmission fluid or engine oil, or whether the transmission fluid is leaking from the cooler into the coolant. A UV lamp is used to determine the presence of the dyed transmission fluid.

Transmission Fluid Cooler

CAUTION:
CAUTION:If the automatic transmission was dismantled to renew components or to remove foreign material from valves in the valve body, then the torque converter and the transmission fluid cooler must be cleaned with converter/oil cooler cleaner no. 014-00028 or similar. Under no circumstances should an attempt be made to clean the converter by hand with solvent.

If the transmission is worn or damaged internally, abraded or metal particles from the clutch friction plates or bands can get into the converter or cooler. These foreign materials are one of the main causes of automatic transmission faults. All contaminants must be removed from the system before a repaired automatic transmission is re-installed.

Transmission Fluid Cooler Flow Test

NOTE:
NOTE:The transaxle linkage adjustment, fluid level and line pressure must be within specification before carrying out this test. For transaxle linkage adjustment.
REFER to: Selector Lever Cable Adjustment (307-05A Automatic Transmission/Transaxle External Controls - Vehicles With: 4-Speed Automatic Transmission (CD4E), General Procedures).
For transmission fluid level checking procedures.
REFER to: Preliminary Inspection (307-01A Automatic Transmission/Transaxle - Vehicles With: 4-Speed Automatic Transmission (CD4E), Diagnosis and Testing).
For transmission line pressure testing procedures. Refer to Line Pressure Test in this procedure.
  1. Remove the fluid level indicator.
  1. Install a suitable funnel in fluid filler tube.
  1. Make sure that the transaxle selector lever is in the "N" (NEUTRAL) position.
  1. Raise and support the vehicle.
    REFER to: Lifting (100-02 Jacking and Lifting, Description and Operation).
  1. CAUTION:
    CAUTION:Plug the transmission fluid cooler rubber return hose to prevent fluid loss or dirt ingress.
    Disconnect the oil cooler return line (rear fitting) by separating the tubing from the cooler line rubber hose.
    • Allow the fluid to drain into a suitable container.
  1. Connect one end of a suitable hose to the oil cooler return line hose and route the other end of the hose up to a point where it can be inserted into the funnel at the filler tube.
  1. NOTE:
    NOTE:The flow rate is dependant on fluid temperature.
    Start the engine and run it at idle with the transaxle selector lever in the "N" (NEUTRAL) position until the automatic transmission fluid is warm..
  1. Carry out the fluid cooler flow test.
    • Option 1: Once the fluid flow is free of air, remove the rubber hose from the funnel and insert it into a suitable liter container. After 15 seconds, install the hose into the funnel and measure the amount of automatic transmission fluid in the container. The rate of flow should be approximately 0.83 - 1 liter in 15 seconds.
    • Option 2: Once fluid flow is free of air, remove the rubber hose from the funnel and insert it into a suitable liter container. As soon as one liter of automatic transmission fluid has been dispensed into the the container, install the hose in the funnel. One liter of automatic transmission fluid should flow through the cooling system in approximately 15 - 17 seconds.
  1. Once adequate flow is determined, switch off the engine, remove the extension hose and assemble the cooler line with the constant tension clamp.
  1. If the flow is not adequate, switch off the engine. Disconnect the hose from the cooler return line and connect it to the converter out line. If flow is now liberal, carry out backflushing and cleaning procedure. Refer to transaxle cooler backflushing/cleaning in this procedure. If flow is still not liberal, repair the pump or converter.
  1. Check the transmission fluid level.
    REFER to: Preliminary Inspection (307-01A Automatic Transmission/Transaxle - Vehicles With: 4-Speed Automatic Transmission (CD4E), Diagnosis and Testing).

Transmission Fluid Cooler Return Tube

 
Item
Part Number
Description
1
-
Return line
2
-
Retaining clip

Transmission Fluid Cooler Supply Tube

 
Item
Part Number
Description
1
-
Supply line

Transaxle Cooler Backflushing/Cleaning

  1. For rinsing, use Converter/Oil Cooler Cleaner number 014-00028 or equivalent. Before starting work, check the equipment to determine whether large quantities of fluid can flow freely/are present. If the flow is weak, renew the filter.
  1. To aid in connecting the cleaner to the transmission steel cooler lines, connect two additional rubber hoses to the transmission end of the steel transmission cooler lines:
  • Connect the cleaner pressure line to the oil cooler return line (longer line).
  • Connect the cleaner return line to the oil cooler pressure line (shorter line).
  1. Turn on the solvent pump and allow the solvent to circulate a minimum of five minutes (cycling the switch on and off will help dislodge contaminants in the cooler system).
  1. Switch off the cleaner pump and disconnect the cleaner pressure line from the oil cooler return line.
  1. Connect the air line hose to the oil cooler return line. Blow compressed air through the oil cooler and lines until all the cleaner has been removed.
  1. Disconnect the second rubber hose from the other oil cooler line.

Fluid Cooler Tube - Remove and Install

If the oil cooler is leaking, it must be renewed.
REFER to: Transmission Fluid Cooler (307-02A Transmission/Transaxle Cooling - Vehicles With: 4-Speed Automatic Transmission (CD4E), Removal and Installation).

If one or more oil cooler lines have to be renewed, each new steel tube must have the same diameter as the line it is replacing.

Using the oil cooler line which was removed as a template, bend the replacement line as necessary. Attach the necessary connections and install the oil cooler line.

After tightening the connections, fill up with transmission fluid as necessary and check for leaks.

Diagnosis By Symptom > < Preliminary Inspection