RE5RO5A Presented by: Mike Souza ATRA Senior Research Technician RE5RO5A Webinar ©2014 ATRA. All Rights Reserved. Introduction Starting in mid 2002 JATCO introduced the RE5R05A: rear wheel drive, 5 speed automatic transmission used in the Infiniti Q45. Since then, this unit has appeared in Infiniti, Kia and Nissan drivetrains. There are many different planetary gear ratios based on year, make and model Application Model Infiniti (JR507E) EX35 FX35 FX45 G35 G37 M35/X M45 Q45 Qx56 Geartrain Year Engine RWD/AWD RWD/AWD AWD RWD/AWD RWD/AWD RWD/AWD RWD RWD RWD/4X4 2008-11 2003-08 2003-08 2003-11 2007-08 2004-09 2002-09 2002-07 2004-09 3.5L V6 3.5L V6 4.5L V8 3.5L V6 3.7L V6 3.5L V6 4.5L V8 4.5L V8 5.6L V8 Nissan (RE5RO5A) 350Z Armada Atlas Caravan Cima Elgrand Fairlady Z/Roadster Frontier Fuga Navara NV Series Van Pathfinder Patrol Safari Skyline Stagea Titan Xterra XE RWD RWD/4X4 RWD/4X4 RWD RWD RWD/AWD RWD RWD/4X4 RWD RWD/AWD RWD/AWD RWD/4X4 RWD/4X4 RWD/AWD RWD RWD/AWD RWD/4X4 RWD/4X4 2003-08 2004-14 2012-14 2007-14 2000-11 2000-10 2002-08 2004-11 2004-09 2005-14 2011-14 2005-13 2010-14 2003-14 2001-09 2001-07 2004-14 2005-09 3.5L V6 5.6L V8 2.0L L4 2.0L 2.5L L4 3.0L V6 / 4.5L V8 2.5L 3.5L V6 3.5L V6 2.4L 2.5L L4 / 4.0L V6 3.5L V6 / 4.5L V8 2.3L 2.5L L4 / 4.0L V6 4.0L V6 / 5.6L V8 2.5L L4 / 4.0L V6 / 5.6L V8 5.6L V8 4.8L L6 3.0L 3.5L V6 2.5L 3.0L 3.5L V6 5.6L V8 4.0L V6 Kia/Naza (A5SR1/2) Mohave Sorento RWD/4X4 RWD/4X4 2007-14 2005-12 3.8L V6 2.5L L4 / 3.3L 3.5L 3.8L V6 Internal Component Locations Recommended Fluid: Nissan Matic Fluid J (part synthetic) Castrol Transmax J will work in place Nissan and Subaru J type fluids. Meets requirements for Japanese JASO 1A standard, also approved by GM and Ford requiring DEXRON III or MERCON ATF. Note: Not recommended for use with CVT transmissions. Nissan Matic J Fluid Nissan Matic Fluid J is no longer availble and has been replaced with Matic S. I was notified by Tim Prugh of CVC (Consolidated Vehicle Converters) that one of his customers contacted him stating that two Pathfinders were shuddering during lockup using his converters. The shop only uses the Matic J fluid from Nissan but no longer available. The shop tried using the Matic S fluid and the converters on both vehicles still shuddered. Steve Younger at RatioTek stated that they have been battling this issue since the Matic J fluid has been discontinued. The shop was told to use Honda fluid by Steve and it cured the problem. Thanks, Tim and Steve for the heads up! Component Apply Chart Application Legend: A = Applied a1 = Operates under priming conditions a2 = Operates under priming conditions 0 = Operates during progressive acceleration 00 = Operates and effects power while coasting N = Engaged but not affective Component ID: I/C: Input Clutch HLR/C: High and Low Reverse Clutch D/C: Direct Clutch R/B: Reverse Brake Clutch FR/B: Front Brake Band LC/B: Low Clutch Brake Clutch Fwd/B: Forward Brake Clutch 1st OWC: 1st One-Way Clutch Fwd OWC: Forward One-Way Clutch 3rd OWC: 3rd One-Way Clutch Component Apply Chart Application Legend: A = Applied a1 = Operates under priming conditions a2 = Operates under priming conditions 0 = Operates during progressive acceleration 00 = Operates and effects power while coasting N = Engaged but not affective Component ID: I/C: Input Clutch HLR/C: High and Low Reverse Clutch D/C: Direct Clutch R/B: Reverse Brake Clutch FR/B: Front Brake Band LC/B: Low Clutch Brake Clutch Fwd/B: Forward Brake Clutch 1st OWC: 1st One-Way Clutch Fwd OWC: Forward One-Way Clutch 3rd OWC: 3rd One-Way Clutch Adaptive Strategies Before the transmission can start its adaptive learning process, the TCM must first relearn some very important parameters. The vehicle must be cleared of codes and at normal operating temperature. The following Relearn procedures MUST be done if the Battery, Sensor connector, TCM or ECM is disconnected! NOTE: The technician must use a clock to determine the time sequences. 1. Accelerator Pedal Released Position Learning: This is an operation to learn the fully released position of the Accelerator Pedal Position by monitoring the output signal. Operation Procedure: Make sure the accelerator pedal is fully released. Turn the ignition switch to the ON position, wait at least 2 seconds. Turn the ignition switch to the OFF position, wait at least 10 seconds. Turn the ignition switch to the ON position, wait at least 2 seconds. Turn the ignition switch to the OFF position, wait at least 10 seconds. 2.Throttle Valve Closed Position Learning: This is an operation to learn the fully closed position of the Throttle Valve Position by monitoring the output signal. Operation Procedure: Make sure the accelerator pedal is fully released. Turn the ignition switch to the ON position. Turn the ignition switch to the OFF position, wait at least 10 seconds. (make sure the throttle valve moves during the 10 seconds in the OFF position by confirming the operating sound.) All of these relearns can be done using the Consult 2 or manually. Be aware that all of the manual relearn procedures are done using time specifications. Adaptive Strategies 3. Idle Air Volume Learning: Preparation: Before performing Idle Air Volume Learning, make sure the following conditions are met. The learning procedure will stop if any of the following are not met prior to starting the procedure. Battery Charging Voltage: More then 12.9V Engine Coolant: (70 - 100°C) 158 - 212°F PNP Switch: ON Electrical Loads: OFF (A/C, Head lamps, Rear Window Defogger) NOTE: On vehicles equipped with daytime running light systems, apply the parking brake BEFORE you turn the ignition switch to the on position, this will keep the lights OFF. Steering Wheel: Neutral (Straight-ahead position) Vehicle Speed: Stopped Transmission: Operation temperature Adaptive Strategies Operation Procedure: 1. Perform the Accelerator Pedal Released Position Relearn 2. Perform the Throttle Valve Closed Position Relearning procedure. 3. Start the engine and run it until it reaches operation temperature. 4. Once the engine is at operating temperature, turn the ignition OFF and wait for 10 seconds. 5. Confirm the Accelerator Pedal is fully released, turn the ignition ON and wait for 3 seconds. 6. Repeat the following procedures below QUICKLY five times within five seconds. 7. Fully depress the accelerator pedal. 8. Fully release the accelerator pedal.. 9. Wait 7 seconds, fully depress the accelerator pedal and keep it there for approximately 20 seconds until the MIL stops blinking and turned ON. 10. Fully release the accelerator pedal within 3 seconds after the MIL light goes OUT. 11. Start the engine and let it idle. 12. Wait 20 seconds 13. Rev the engine two or three times and make sure the idle speed and ignition timing are within the specifications. (InthePorNpositionIdle650RPM+/-50,15 BTDC) 14. If the engine is not idling properly, the relearn procedure did not take or there is a problem with other engine related components. TCM Inputs *1: Spare for vehicle speed sensor A/T (revolution sensor) *2: Spare for accelerator pedal position signal *3: If these inputs and outputs are different, the TCM triggers the failsafe function *4: CAN communications ASCD: Automatic Speed Control Device refers to the steering column effects cruise control. TCM Outputs Fail Safe Mode The Fail Safe Mode for this transmission is fixed in 2nd, 4th or 5th depending on the failed position. The customer will feel a “slipping” or “poor acceleration”. Even when the electronic circuits are normal, under special conditions (like wheel spin or drastically stopping the tire rotation), the transmission can go into Fail Safe Mode. If this happens, switch “Off” the ignition switch for 10 seconds, then switch it “On” again to return to the normal shift pattern. Solenoid & Sensor Locations The Type 1 valve body system can be identified by the two blue connectors found in Infiniti vehicles up to Mid 2004. The TCM for the Type 1 valve body system is located in the right kick panel next to the ECM. In Mid 2004 the Type 2 valve body system the TCM was incorporated in all Infiniti and Nissan vehicles. What is a Shift Control Unit? Shift Control Unit “Shift Control Unit” The “Shift Control Unit” is located on the lower side of the valve body attached to a bracket as part of the internal wire harness. According to the information found in factory manuals this shift control unit stores hydraulic correction and learned values for the initial shifting pressures for each solenoid (basic settings). The transmission is test driven with hydraulic control valves (solenoids) and the input and output torque variation characteristics that the transmission undergoes during shifting. This data is stored in the shift control unit as initial learning values at the factory. The current oil pressure characteristics of the linear solenoids are measured by the transmission control module. The stored shift control unit data is used by the transmission control module to initially control the solenoids until adjustments are made to fine tune shift control (shift learning control). The shift control unit is often mistaken for the transmission control module (TCM). The TCM is located outside the transmission. Most common location is by the steering column dependent upon model and year. Subaru 5AT transmission uses a similar system, the shift control unit in these models is referred to as the “Memory Box”. Kia models refer to this as a “Sub Rom”. Solenoid & Sensor Locations The Type 2 Early valve body system can be identified by the single green connector found on all Mid 2004 and later Infiniti and Nissan vehicles. The TCM on the Type 2 combines the TCM, Pressure Switches, and 2 Input Speed Sensors. The Range Sensor, Output Speed Sensor, Temp Sensors (2) and Solenoids are connected separately. Valve body casting is easily identified by the unused Forward Brake Solenoid casting hole. This valve body has 5 check balls. Type 1 and 2 are not interchangeable. Solenoid & Sensor Locations The Type 2 Late is identified by the unused Forward Brake Solenoid casting hole filled in. This valve body has 3 check balls. Same as the early type 2 the TCM on this Type 2 combines the TCM, Pressure Switches, and 2 Input Speed Sensors. The Range Sensor, Output Speed Sensor, Temp Sensors (2) and Solenoids are connected separately. These can be interchanged as a complete assembly without being flashed to the vehicle. The replacement assembly must be from the same vehicle type. Due to ratio and shifter type (floor/column). A code can be still stored in and used TCM Later (approx. 2007) replacement valve bodies will have an Hitachi TCM instead of the original Bosch without valve body gaskets External Connector Views 2002 To Mid 2004 External Connector & Terminal ID (Type 1 System / External TCM Models) External Connector Views Mid 2004 & Up External Connector & Terminal ID (Type 2 Systems / Internal TCM Models) Solenoid Location & Function There are seven (7) solenoids on the valve body. All of the solenoids except the Low Coast Brake solenoid (23 ohms) have 3.3 ohms resistance. When checking the solenoid operation on scan tool data they will read between 0.0 to 0.8 amps. For example, the TCC solenoid will run at 0.2 to 0.4 amps during slip and 0.4 to 0.7 amps when it’s fully locked up. The Input Clutch, Front Brake, Direct Clutch and High/Low Solenoids operate at 0.6 to 0.8 amps while disengaging the clutches (solenoids energized), and 0.0 to 0.05 amps when the clutches are engaged (solenoids de-energized). Solenoid Apply Chart MOD: Modulating according to engine load (c): During coast down Pressure Switch ID & Function Shift Control Unit Shift Control Module Pressure Apply Chart Transmission Temperature Sensors (2) Temperature Sensor 1 (sump temperature) is integral to the Range Sensor (park/neutral position PNP) 6.5k ohm @ 68 F. Only Type 1 systems with external TCM can be checked without a scan tool. Transmission Temperature Sensor 2 (cooler hydraulic circuit) is separate from the TCM with 4k ohm resistance @ 68 F. Eliminated on some models in mid 2007-08 Turbine Revolution Sensors (2) The Turbine Revolution Sensors on the Type 1 system can be checked externally. Turbine revolution sensor 1 When running at 50 km/h (31 MPH) in 4th speed with the closed throttle position switch “OFF” 1.3 (kHz). Shift Control Unit Turbine Revolution Sensor 2 When moving at 20 km/h (12 MPH) in 1st speed with the closed throttle position switch “OFF” 1.3 (kHz) On scan tool data Turbine RPM will closely match engine RPM. Shift Control Module Type 2 systems require the use of capable scan tool or software. Type 2 system Output Shaft Revolution Sensor Output Shaft (Revolution) Sensor connects directly to the Range Sensor (Park/Neutral Position). When diagnosing a failed sensor; lower the pan disconnect the green connector, jump12 volts to pin 1, ground pin 3 and with a DVOM check for a DC hertz signal on pin 2 while turning the output shaft (extension housing removed). Can be bench tested Park/Neutral Position Sensor (PNP) Park Neutral Position sensor PNP (range sensor) is located on the valve body Bent should be straight (not found on external TCM models) Connector Mismatch (Blown Fuse) Several tech calls have been received on connector mismatch causing a blown fuse to the TCM. The problem occurs when the grey connector from the main harness is swapped with the grey connector for the park/neutral position sensor. Battery voltage to the TCM is shorted out in the range sensor. Pressure Test Lower Valve Body 2002-Mid 2004 Not Interchangeable Lower Valve Body Mid 2004 & Later 3rd Design Only One N-R Accumulator (2009) 3rd Design Valve Body went through many changes in the hydraulic circuits. Valve body casting & plate changes. (Not Interchangeable) Upper Valve Body Early & Late Valve Description 1. Pressure Regulator Valve (a) Pressure Regulator Plug (b) Pressure Regulator Sleeve (c); Adjusts the oil discharge from the oil pump to the optimum levels (line pressure) for normal operation. 2. Front Brake Control Valve: When the front brake is applied, this valve adjusts line pressure to optimum levels (front brake pressure) and supplies it to the front brake. (In 1st, 2nd, 3rd, and 5th gears, it adjusts the clutch pressure. 3. Accumulator Control Valve: Adjusts the pressure (accumulator control pressure) acting on the accumulator piston and low coast reducing valve for normal operation. 4. Pilot Valve A: Adjusts the line pressure and produces the constant pressure (pilot pressure) required for line pressure, shifting, and lockup control. 5. Pilot Valve B: Adjusts the line pressure and produces the constant pressure (pilot pressure) required for shifting. 6. Low Coast Brake Switching Valve: During engine braking, this valve supplies the line pressure to the low coast brake reducing valve. 7. Low Coast Brake Reducing Valve: When the low coast brake is applied, this valve adjusts the line pressure to optimum levels (low coast brake pressure) and supplies it to the low coast brake. 8. N-R Accumulator: Produces stabilizing pressure for N-R ranges. 9. N-R Accumulator: Produces stabilizing pressure in N-R ranges. 10. Torque Converter Lubrication Valve: Operates during lockup to switch the torque converter, cooling and lubrication systems’ oil paths. 11. Torque Converter Regulator Valve: (a) TCC Control Valve, (b) TCC Control Plug, (c) TCC Control Sleeve: Applies or releases the converter clutch. By performing the lock-up operation transiently, it provides a smooth converter clutch apply. Valve Description 12. High and Low Reverse Clutch Control Valve: When the high and low reverse clutch is applied, this valve adjusts line pressure to optimum levels (high and low reverse clutch pressure) and supplies it to the high and low reverse clutch. (In 1st, 3rd, 4th and 5th gears, it adjusts the clutch pressure.) 13. Input Clutch Control Valve: When the input clutch is applied, this valve adjusts line pressure to optimum levels (input clutch pressure) and supplies it to the input clutch (In 4th and 5th gears, it adjusts the clutch pressure.) 14. Direct Clutch Control Valve: When the direct clutch is applied, this valve adjusts line pressure to optimum levels (direct clutch pressure) and supplies it to the direct clutch. (In 2nd, 3rd, and 4th gears, it adjusts the clutch pressure.) 15. Direct Clutch Piston Switching Valve: Operates in 4th gear and switches the direct clutch coupling capacity. 16. Direct Clutch Regulating Valve. 17. Cooler Bypass Valve: Allows excess oil to bypass cooler circuit without being fed into it. 18. Line Pressure Relief Valve: Discharges excess oil from line pressure circuit. 19. To prevent too much pressure from reaching the torque converter, line pressure is adjusted to optimum levels; this is called torque converter operating pressure. 20. Manual Valve: Sends line pressure to each circuit according to the selector position. 21. Neutral to Drive Accumulator: Stabilizes pressure when a Park or Neutral to drive shift is selected. Upper Valve Body Check Ball Locations 2002-Mid 2004 Upper Valve Body Check Ball Locations Mid 2004 & Later Lower Valve Body Check Valve & Filters All Case Air Checks Test should be done using 30 psi. of regulated shop air. Sprag Rotation Forward Sprag Hold Forward Brake Clutch Hub Low Coast Brake Clutch Hub 3rd Sprag Rotation 1st Sprag Rotation Endplay Specifications Total Unit End Play 0.25 - 0.55mm (.010” - .022”) measured form Pump surface to the Front Sun Gear Drum Selective Bearing Race. An H gauge would work well for this procedure. Endplay Specifications There are some issues with aftermarket kits having clutches that are too thin on 2008 & later models Anti Rattle Spring Location Reverser Brake Clutch Torque Specifications Torque Converter ID There are four different converters each with a different overall height . Three have 4 bolt pads and one has 6. Stamp ID P2 064 40B RA Diameter 10.750” 10.920” 11.250” 10.875” Bolt Circle 9.750” 9.725” 9.750” 9.100” Overall Height 5.250” 5.760” 6.350” 5.645” Number of Pads 4 4 4 6 Engine V6 4.5L V8 5.6L V8 Kia Applications Pump Stator & Input Shaft Differences There are two different Pump Stator & Turbine Shaft lengths. The longer shafts are found in the Armada and Titan vehicles with a V8 engine. The shorter shaft lengths are found in all other vehicle models. Also two different Stator Supports found on both length shafts, stepped and non stepped. 8.250” Armada & Titan V8 7.375” On All Others 3.125” 3.500” Planetary Assembly Interchange These units are built differently for all models, make sure you do a thorough job identifying the parts. As a rule, most of the steel hard parts are for truck applications. Ratios can be found on Mitchell’s or Alldata Gear Ratios There are 3 different ratio combinations for this transmission. Vehicle identification for each ratio application is shown in the following charts. Gear Ratios Vehicle Identification Vehicle Identification continued *2009 Pathfinder 4X4 ID Tag 3EX0A/3EX0B A Ratio VQ40DE Engine. The 4X4 ID Tag 96X5B B Ratio VK56DE Engine 2010-12 4X4 ID Tags & Matching Ratio Are Separated By The Forward Slash / Vehicle Identification continued Vehicle Identification continued *2006 M35/M45 4X2 ID Tags and matching ratio are separated by the forward slash ( / ) Sealing Ring Issues The two main areas of sealing ring concerns are the Input Shaft and Rear Sun Gear Shaft. The main problem is not the original rings or aftermarket rings but the handling of the rings during rebuild. These rings can easily be distorted during rebuild. Most rebuilders reuse the original rings without removing them from the shafts. An alternative to using the original or aftermarket rings found in the overhaul kit are; • Use the 47RE plastic input shaft sealing rings on the input shaft. • Use the AODE metal nickel plated output shaft sealing rings on the rear sun gear shaft. 47RE plastic input shaft sealing rings AODE metal nickel plated output shaft sealing rings Missing Sealing Ring Several virgin units have shown up in shops and reman facilities with a missing sealing ring on the center support. This is most commonly found in mid 2008 and later Infiniti vehicles. These vehicles will have the 3rd design valve body. Missing Sealing Ring On earlier hydraulics (shown on following pages) the Direct Clutch piston small and large cavity are filled in 2nd and 3rd gear but only the small cavity in 4th. Many times a slip would not be felt until 4th gear and misdiagnosed thinking it couldn’t be the direct clutch because it didn’t slip in 2nd or 3rd. Only to find a leak in the small cavity circuit. With the changes on the 3rd design hydraulics both cavities are filled from 2nd, 3rd and 4th gear. This is similar to a modification that was done to the GM 400 to fill both cavities of the direct drum for high performance and heavy duty use. Direct Clutch Small Cavity Large Cavity Center Support Missing Thrust Washer 3 types of Center Supports 1. Overall height 2.52” (64.1mm) no bushing surface for Direct Drum no notches for tabs on thrust washer 4 ball plug wear bearing rides 2. Overall height 3.21” (81.5mm) has bushing surface for Direct Drum no notches for tabs on thrust washer 4 ball plug wear bearing rides 3. Overall height 3.21” (81.5mm) has bushing surface for Direct Drum has notches for tabs on thrust washer 5 ball plug wear bearing rides RE5RO5A Webinar ©2014 ATRA. All Rights Reserved.
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