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This value is then used to monitor gear ratio health of the transmission by the computer. 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. Atsh gets driven by the front ring gear attached to the K2 clutch drum and input shaft.
This statement Chrysler provides in accompaniment with this chart reveals some computer math strategy.
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ATSG Mercedes / NAG 1
I know that there are transmissions with computers being inside them submersed in ztsg fluid, but these external TCMs are not one of them and do not fare well being filled with fluid.
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. What this means is that whenever the B1 clutch is applied it holds this drum stationary. The next interesting aspect to this equation is the Output Speed.
ATSG Transmission Technical Service Information | Free Download
In these ranges the N3 rpm reading will be 0. Circuitry within the conductor plate runs from each solenoid to the plug connection. 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.
It will take some time to stagger the exposure of each wire, solder, and then properly wrap and cover your work.
Mercedes 722.6 / NAG 1
The N2 rpm of is divided by the 0. Interestingly ahsg, the advertised gear ratios for this vehicle are as follows: This sensor reads the rotation of the K1 clutch drum inside the transmission Figure 9. This not only damages the conductor plate, it also causes a no start condition.
Another misunderstood scan tool parameter that occurs is with the Transmission Fluid Temperature located in the electrical conductor plate as shown in Figure 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.
Sections of this page. 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.
First one to mention is the TCM gets filled with transmission fluid due ztsg a leak into the solenoid harness connector Figure 3. This occurs in Reverse or a forward gear positions only. 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.
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 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 as strong as a 12 cylinders.
Integral to this conductor plate is the starter interlock contact, transmission oil temperature sensor, the Atst and N3 speed sensors.
What this means to you and me is this. As a side note, the N2 rpm reading in 1st and 5th gear will not be actual input shaft rpm. 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.
Then both are the same in 2nd, 3rd, and 4th.
But the majority of times it usually comes back with various codes. By way of capillary action, fluid is drawn up through the wiring filling the TCM Figures 4 and 5.
As one clutch comes off, it needs to be carefully timed with the on coming clutch. The N3 speed sensor solid black is the most forward speed sensor on the conductor plate. Crazy as it sounds, it happens.