LCT 1000 Generation II 2006 – 2010 6 Speed

LCT 1000 Generation II 2006 – 2010 6 Speed
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
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