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This statement Chrysler provides in accompaniment with this chart reveals some computer math strategy. Sections of this page. The N2 rpm of is divided by the 0. Unaware, the vehicle is started with a dry transmission sump.
It began with the Chrysler and Dodge Magnum. This conductor plate brings up a few very interesting points to mention, which is really the primary focus of this article. In these ranges the N3 rpm reading will be 0. It is mounted on the valve body, which the solenoids bolt down onto Figure 7.
Jenric Auto Sales Car Dealership. 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.
The remedy is a new sleeve between the internal conductor plate and external harness connector called the Adapter Plug; part number A 02 53 Figure 6. The next interesting aspect to this equation is the Output Speed.
However, the TCM needs to know input shaft speed. This occurs in Reverse or a forward gear positions only. What this means to you and me is this. Email or Phone Password Forgot account? Circuitry within the conductor plate runs from each solenoid to the plug connection. This occurs in Park, Reverse Standard Mode, 1st and 5th 72.6. This means that anytime the ateg shaft is in rotation so is ateg front planetary carrier assembly. The N2 is the next sensor back on the conductor plate silver top and reads the rotation of the front planetary carrier assembly.
First one to mention is the TCM gets filled with transmission fluid due to a leak into the solenoid harness connector Figure 3. The computer is programmed to divide the 0.
Integral to this conductor plate is the starter interlock contact, transmission oil temperature sensor, the N2 and N3 speed sensors. This gets driven by the front ring gear attached to the K2 clutch drum and input shaft.
ATSG Mercedes / NAG 1
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. In some cases, it has actually worked out for them.
Making sure the clutch is used properly is almost as important as these other tips ats keeping this transmission in gear. TransTec de Corteco Cars.
For DodgeChrysler and Jeep asg, 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. Too many wives might find oily residue on their dishes after removing them from their dishwasher. 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 asg.
Several different gear ratios are available with this transmission as well as various amounts of clutch plates within a clutch pack assembly.
Crazy as it sounds, it happens. The internal conductor plate just previously mentioned is another commonly known issue with this transmission.
Mercedes 722.6 / NAG 1
But it will definitely ateg that the new TCM you put in will not get loaded with fluid again. This is a clutch-to-clutch shifting transmission, meaning there are no bands in the shifting process.
What this means is that whenever the B1 clutch is applied it holds this drum stationary. Then both are the same in 2nd, 3rd, and 4th. 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 272.6 N2 is providing an rpm reading.
The selector lever can then be safely placed into Reverse or Drive to properly conduct the test. This drum has the front planetary sun gear attached to it and it lugs into the B1 clutch on the pump.
The ISS Factor Making sure the clutch is used properly is almost as important as these other tips for keeping this transmission in gear. This not only damages the conductor plate, it also causes a no start condition.
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. By way of capillary atgs, fluid is drawn up through the wiring filling the TCM Figures 4 and 5. But the majority of times it usually comes back with various codes. If the on coming clutch applies too quickly, the overlap of the attsg clutches causes a very brief tie up or bind up, which feels like an abrupt or harsh shift.
As a side note, the N2 rpm reading in 1st and 5th gear will not be actual input shaft rpm. It will take some time to stagger the exposure of each wire, solder, and then properly wrap and cover your work. With some Mercedes-Benz vehicles, there have been reports of transmission fluid being accidently poured into the engine oil fill hole after repairs. 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.
Figure 11 is a first gear screen capture at 10mph of a Jeep Grand Cherokee which provides the following data:. As one clutch comes off, it needs to be carefully timed with the on coming clutch.