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The remedy is a new sleeve between the internal conductor plate and external harness 72.6 called the Adapter Plug; part number A 02 53 Figure 6. This conductor plate brings up a few very interesting points to mention, which is really the primary focus of this article. What this means to you and me is this. Making sure the clutch is used properly is almost as important as these other tips for keeping this transmission in gear.
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. Its purpose is to measure the fluid temp and pass that information to the TCM as an input signal.
ATSG Mercedes / NAG 1
The N2 is the next sensor back on the conductor plate silver top and reads the rotation of the front planetary carrier assembly. In some cases, it 722.6 actually worked out for them. They too needed to be properly calibrated to accommodate the various vehicles they would be used in. The chart in Figure 10 confirms the normal operation of the speed sensors, the N3 sensor being at 0 in reverse S1st astg 5th gears while the N2 is providing an rpm reading.
Although the adapter plug is supposed to prevent transmission fluid from leaking fluid into the harness connector, it could fail. But when the K1 clutch applies, it locks the sun gear to the carrier forcing the 72.6 front planetary assembly to rotate at actual input shaft speed.
ATSG 722.6 Transmission Technical Service Information
This transmission does not have an output speed sensor. Integral to this conductor plate is the starter interlock contact, transmission oil temperature sensor, the N2 and N3 speed sensors.
But have decided against it. Jenric Auto Sales Car Dealership. 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. TransTec de Corteco 272.6. 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. But the majority of times it usually comes back with various codes. This statement Chrysler provides in accompaniment with this chart reveals some computer math strategy.
The N2 rpm of is divided by the 0. This is a clutch-to-clutch 72.26 transmission, meaning there are no bands in the shifting process.
A pinion factor takes into account the transmission gear ratio, tire size and differential ratio for the TCM to properly attsg an output speed signal. This occurs in Reverse or a forward gear positions only.
This value is then used to monitor gear ratio health of the transmission by atag computer. The computer is programmed to divide the 0. The N2 will provide and rpm reading in atsb and neutral, and all forward and reverse gear movement but will read 0 rpms when in gear with the brakes applied. This means that anytime the input shaft is in rotation so is the front planetary carrier assembly.
Figure 11 is a first gear screen capture at 10mph of a Jeep Grand Cherokee which provides the following data:. This gives the transmission the capability to be fitted behind engines as small as a 4 cylinder to as strong as a 12 cylinders.
Mercedes 722.6 / NAG 1
As a side note, the N2 rpm reading in 1st and 5th gear will not be actual input shaft rpm. This occurs in Park, Reverse Standard Mode, 1st and 5th gear. The next interesting aspect to this equation is the Output Speed.
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. Circuitry within the conductor plate runs from each solenoid to the plug connection. It began with the Chrysler and Dodge Magnum.
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. 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.
Unaware, the vehicle is started with a dry transmission sump. With some Mercedes-Benz vehicles, there have been reports of transmission fluid being accidently poured into the engine oil fill hole after repairs.
This gets driven by the front ring gear attached to the K2 clutch drum and input shaft. This drum has the front planetary sun gear attached to it and it lugs into the B1 clutch on the pump. By way of capillary action, fluid is drawn up through the wiring filling the TCM Figures 4 and 5.
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. Several different gear ratios are available with this transmission as well as various amounts of clutch plates within a clutch pack assembly.
As one clutch comes off, it needs to be carefully timed with the on coming clutch.
Email or Phone Password Forgot account? The selector lever can then be safely placed into Reverse or Drive to properly conduct the test. Crazy as it sounds, it happens. It is mounted on the valve body, which the solenoids bolt down onto Figure 7. In these ranges the N3 rpm reading will be 0.
However, the TCM needs to know input shaft speed. Then both are the same in 2nd, 3rd, and 4th.