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Another misunderstood scan tool parameter that occurs is with the Transmission Fluid Temperature located in the electrical conductor plate as shown in Figure For DodgeChrysler and Jeep vehicles, gear ratio atst 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. By way of capillary action, fluid is drawn up through the wiring filling the TCM Figures 4 and 5.
First one to mention is the TCM gets filled with transmission fluid due to a leak into the solenoid harness connector Figure 3.
ATSG 722.6 Transmission Technical Service Information
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. This transmission does not have an output speed sensor.
But have decided against it. Figure 11 is a first gear screen capture at 10mph of a Jeep Grand Cherokee which provides the following data:. Interestingly enough, the advertised gear ratios for this vehicle are as follows: The N2 is the next sensor back on the conductor plate silver top and reads the rotation of the front planetary carrier assembly.
But it will definitely ensure that the new TCM you put in will not get loaded with fluid again. Unaware, the vehicle is started with a dry transmission sump. The ISS Factor Making sure the clutch is used properly is almost as important as these ztsg tips for keeping this transmission in gear. The computer is programmed to divide the 0.
It began with the Chrysler and Dodge Magnum. This means that anytime the input shaft is in rotation so is the front planetary carrier assembly. Several different gear ratios are available with this transmission as well as various amounts of clutch plates within a clutch pack assembly. What this means is that whenever the B1 clutch is applied it holds this drum stationary.
But the majority of times it usually comes back with various codes. The part number to replace it is, A 11 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 internal conductor plate just previously mentioned is another commonly known issue with this transmission. The next interesting aspect to this equation is the Output Speed. Its purpose is to measure the fluid temp and pass that information to the TCM as an input signal.
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 one clutch comes off, it needs to be carefully timed with the on coming clutch. Some risk cleaning out the contaminated TCM to reuse it. 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.
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. Although the adapter plug is supposed to prevent transmission fluid from leaking fluid into the harness connector, it could fail.
It will take some time to stagger the exposure of each wire, solder, and then properly wrap and cover your work. This conductor plate brings up a few very interesting points to mention, which is really the primary focus of this article. Crazy as it sounds, it happens.
This value is then used to monitor gear ratio health of the transmission by the computer. They too needed to be properly calibrated to accommodate the various vehicles they would be used in. This drum has the front planetary sun gear attached to it and it lugs into the B1 clutch on the pump.
Here is a strong diagnostic article for you. This occurs in 2nd, 3rd and ats gears and when it does, both the N2 and N3 rpm sensor readings are exactly the same if the transmission tasg functioning correctly.
In some cases, it has actually worked out for them. Integral to this conductor plate is the starter interlock contact, transmission oil temperature sensor, the N2 and N3 speed sensors. 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. 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. Because this plate can fail in such a way where it will produces speed sensor or solenoid codes, there has been at times confusion with diagnosing the N2 and N3 speed sensors.
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.
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.
Mercedes 722.6 / NAG 1
stsg This occurs in Reverse or a forward gear positions only. This is a clutch-to-clutch shifting transmission, meaning there are no bands in the shifting process.
This gives the transmission the capability to be fitted behind engines as small as a 4 cylinder to atsgg strong as a 12 cylinders. With some Mercedes-Benz vehicles, there have been reports of transmission fluid being accidently poured into the engine oil fill hole after repairs.
Jenric Auto Sales Car Dealership. This statement Chrysler provides in accompaniment with this chart reveals some computer math strategy.
ATSG Transmission Technical Service Information | Free Download
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 gets driven by the front ring gear attached to the K2 clutch ats and input shaft. This not only damages the conductor plate, it also causes a no start condition.