This ATSG Mercedes / NAG-1 Tech Manual covers tear down and re- assembly and is extremely helpful in successfully repairing this transmission as it is. ATSG Transmission Technical Service Information PDF Free Download. Language: English Format: PDF Pages: 93 Size: Mb. Transmission Rebuild Technical Manual. We Have Parts For All Your Transmission Electrical Needs!.
|Published (Last):||9 March 2012|
|PDF File Size:||12.56 Mb|
|ePub File Size:||11.16 Mb|
|Price:||Free* [*Free Regsitration Required]|
Making sure the clutch is used properly is almost as important as these other tips for keeping this transmission in gear. This is a clutch-to-clutch shifting transmission, meaning there are no bands in the shifting process. As one clutch comes off, it needs to be carefully timed with the on coming clutch. Too fast of a release with the off-coming clutch and the shift will transition will consist of a slight engine flare making it feel like a slip.
If the on coming clutch applies too quickly, the overlap of the two clutches causes a very brief tie up or bind up, which feels like an abrupt or harsh shift. The mechanical make up of this transmission consists of three planetary gear sets: Several different gear ratios are available with this transmission as well as various amounts of clutch plates within a clutch pack assembly. This gives the transmission the capability to be fitted behind engines as small as a 4 cylinder to as strong as a 12 cylinders.
It began with the Chrysler and Dodge Magnum. First one to mention is the TCM gets filled with transmission fluid due to a leak into the solenoid harness connector Figure 3. By way of capillary action, fluid is drawn up through the wiring filling the TCM Figures 4 and 5.
I know that there are transmissions with computers being inside them submersed in transmission fluid, but these external TCMs are not one atwg them and do not fare well being filled with fluid.
Crazy as it sounds, it happens. The remedy is a new sleeve between the internal conductor plate and external harness connector called the Adapter Plug; part number Atg 02 53 Figure 6.
Although the adapter plug is supposed to prevent transmission fluid from leaking fluid into the harness connector, it could fail.
A real sure way to prevent fluid from ever wicking up the wires again is to expose a piece of each of the wires and drop some solder on the wire. It will take some time to stagger the exposure of each wire, solder, and then properly wrap and cover your work. But it will definitely ensure that the new TCM you put in will atzg get loaded with fluid again. Some risk cleaning out the atsy TCM to reuse it.
In some cases, it has actually worked out for them.
ATSG Transmission Technical Service Information | Free Download
But the majority of times it usually comes back with various codes. I am almost tempted to share with you one of the craziest methods I have ever heard being used by some individuals to clean these TCMs. But have decided against it. Too many wives might find oily residue on their dishes after removing them from their dishwasher.
The internal conductor plate just previously mentioned is another commonly known issue with this transmission. It is mounted on the valve body, which the solenoids bolt down onto Figure 7. Circuitry within the conductor plate runs from each solenoid to the plug connection. Integral to this conductor plate atsgg the starter interlock contact, transmission oil temperature sensor, the N2 and N3 speed sensors.
The qtsg number to replace it is, A 11 This conductor plate brings up a few very interesting points to mention, which is really the primary focus of this article. Because this plate can fail in such a way where it will produces speed sensor or solenoid codes, there has been at times confusion atsh diagnosing the N2 and N3 speed sensors.
The N3 speed sensor solid black is the most forward speed sensor on the atsh plate. This sensor reads the rotation of the K1 clutch drum inside the transmission Figure 9. This drum has the front planetary sun gear 722.
to it and it lugs into the B1 clutch on the pump. What this means is that whenever the B1 clutch is applied it holds this drum stationary. This occurs in Park, Reverse Standard Mode, 1st and 5th gear.
In these ranges the N3 rpm reading will be 0. The N2 is the next sensor back on the conductor plate silver top and reads the rotation of the front planetary carrier assembly. This gets driven by the front ring gear attached to the K2 clutch drum and input shaft. This means that anytime the input shaft is in rotation so is the front planetary carrier assembly.
The N2 will provide and rpm reading in park and neutral, and all forward and reverse gear movement but will read 0 rpms when in gear with the brakes applied.
As a side note, the N2 rpm reading in 1st and 5th gear will not be actual input shaft rpm. This is due to the carrier being driven by the input shaft through the internal ring gear, which will slightly reduce the speed of the carrier. But when the K1 clutch applies, it locks the sun gear to the carrier forcing the entire front planetary assembly to rotate at actual input shaft speed.
This occurs in 2nd, 3rd and 4th gears and when it does, both the N2 and N3 rpm sensor readings are exactly the same if the transmission is functioning correctly.
Since the N3 is inoperative in reverse standard mode, 1st and 5th gears, it appears that the N3 sensor is redundant and provides no additional information. However, the TCM needs to know input shaft speed. The chart in Figure 10 confirms the normal operation of the speed sensors, the N3 sensor being at 0 in reverse S1st and 5th gears while the N2 is providing an rpm reading.
Then both are the same in 2nd, 3rd, and 4th. This statement Chrysler provides in accompaniment with this chart reveals some computer math strategy.
The computer is programmed to divide the 0. Figure 11 is a first gear screen capture at 10mph of a Jeep Grand Cherokee which provides the following data:. The N2 rpm of is divided by the 0.
The next interesting aspect to this equation is the Output Speed. This transmission does not have an output speed sensor. A pinion factor takes into account the transmission gear ratio, tire size and differential ratio for the TCM to properly calculate an output speed signal. This value is then used to monitor gear ratio health of the transmission by the computer.
ATSG 722.6 Transmission Technical Service Information
What this means to you and me is this. For DodgeChrysler and Jeep vehicles, gear ratio errors can be the result of a slipping transmission, an incorrect ratio planetary, an incorrect ratio differential, the wrong TCM is being used or, the wrong pinion factor was programmed into the TCM.
They too needed to be properly calibrated to accommodate the various vehicles they would be used in. Another misunderstood scan tool parameter that occurs ateg with the Transmission Fluid Temperature located in the electrical conductor aysg as shown in Figure Its purpose is to measure the fluid temp and pass that information to the TCM as an input signal.
This occurs in Reverse or a forward gear positions only. The selector lever can then be safely placed into Reverse or Drive to properly conduct the test. With some Mercedes-Benz vehicles, there have been reports of transmission fluid being accidently poured into the engine oil fill hole after repairs.
Unaware, the vehicle is started with a dry transmission sump. This not only damages the conductor plate, it also causes a no start condition. Sections of this arsg. Email or Phone Password Forgot account?
FranklinCovey Guyana Business Center. Wheels and Meals Cars. Jenric Auto Sales Atg Dealership.
Mercedes 722.6 / NAG 1
TransTec de Corteco Cars. Here is a strong diagnostic article for you.
The ISS Factor Making sure the clutch is used properly is almost as important as these other tips for keeping this transmission in gear. Interestingly enough, the advertised gear ratios for this vehicle are as follows: