®NEWS

Volume 4, Issue 3 / Third Quarter, 1996

In this issue...• Our Troubleshooter featurearticle provides insight intorebuilding the VW/Audi AG4.

• Accumulator O-rings added toAOD kits. See cover article.

• Ford changes the E4OD for '96,and parts don't interchange withearlier models. See cover article.

• Teflon sealing rings forChrysler's A727 and Powerglidestator support now available.See page 2.

• TransTec new product intro-ductions. See page 2.

• Ford changes the 4R70W(AODE) for '96. See page 7.

REBUILDER

from

Ford E4OD Changes for 1996The E4OD transmission has had severalchanges for the 1996 model year.

1) The upper and lower valve bodygaskets are new, and have light greenstripes for identification.2) The low/reverse clutch piston now

Due to these changes, the year cover-age on the current E4OD kits will end

at 1995. The new kits for 1996-Up areas follows:

Description TransTec #

Gasket & Seal Kit with molded rubber pan gasket 1313

Overhaul Kit with molded rubber pan gasket 2313

Gasket & Seal Kit with molded rubber pan gasket and .015" 1314upper valve body gasket

Description TransTec # OEM #

Upper Valve Body Gasket 12851 F6TZ-7C155-A

Upper Valve Body Gasket (optional .015" thick) 12852 N/A

Lower Valve Body Gasket 12850 F6TZ-7D100-A

Low/Reverse Outer Lip Seal 28325 F6TZ-7D403-A

Low/Reverse Inner Lip Seal 28326 F6TZ-7D404-A

Molded Pan Gasket 32414 F6TZ-7A191-A

has lip seals instead of lathe cut seals.

3) The pan gasket is now a moldedrubber gasket instead of cork.

None of these parts interchange withthe old parts! The new parts are listedbelow:

Technical "mini-manuals" have beenadded to TransTec rebuild kits for thefollowing Ford applications:

E4OD 1989-96AOD-E / 4R70W

4R44E / 4R55E 1995-96

Information contained in these manualsincludes: location of air pressure checks;checkball location diagrams; explodedviews of valve bodies; clutch clearances;solenoid application charts; electricalschematics; and clutch and bandapplication charts.

"Mini-Manuals" Addedto TransTec Kits Some 1992 and 1993 AOD transmis-

sions were produced with an aluminum2-3 accumulator piston instead of theplastic piston normally found in theAOD.

This aluminum piston is the samepart that is used in the AODE. It usesO-rings for seals, while the plasticpiston uses Teflon sealing rings. TheTeflon rings and the O-rings cannot beinterchanged.

To cover these final two years of theAOD, TransTec has added the accumu-

lator O-rings to all AOD gasketand seal kits, and overhaul kits.

Accumulator O-Rings Added to AOD Kits

2

Denny Scher, Editor

Rebuilder News is dedicated to providing current technical information to the automatictransmission rebuilder. Reader's comments/suggestions are welcomed. Write: Editor,Rebuilder News, P.O. Box 556, Milan, Ohio 44846-0556. © 1996 Freudenberg-NOKGeneral Partnership. All rights reserved. Reproduction without prior written permission isprohibited.

NEWSREBUILDER

Due to customer requests, TransTec is offering Teflon sealing rings for thestator support (high clutch drum) for the Chrysler A727 and the aluminumPowerglide. Both of these transmissions are frequently used in race cars.Due to the high RPMs encountered in these applications, Teflon rings arepreferred over cast iron because they cause less wear on the drums andpumps. These rings are available in bulk for the Torqueflite 727TransTec #21382 and Powerglide TransTec #21383

TransTec will soon offer an end clutchrepair kit for the 1991-Up F4A33/32.The kit will include all the necessarycomponents to rebuild the end clutch,including the rear cover gasket, inner &outer clutch seals, early & late metalclad seal, speed sensor O-ring, sealingring, retainer bolts & seals, etc.

BTR 93LE and 97LE Transmissions 1994-UpOverhaul Kit: BTR 93LE and 97LE Transmissions - TransTec #2304

Gasket & Seal Kit with molded rubber pan gasket - TransTec # 1311Gasket & Seal Kit with Duraprene® pan gasket - TransTec #DP1311Overhaul Kit with molded rubber pan gasket - TransTec #2311

Teflon Sealing Ringsfor Chrysler's A727 and Powerglide

New TransTec Kits for the Ford 4R70W 1996-Up

It's the little things we do to makeTransTec rebuild kits better than otherbrands. Since our engineers are ontop of the latest microfiche (or othermedia) as it comes out, we're constantlyupdating kit contents in response tochanges from the OEMs. We don't add"novelty" parts to our kits, like springsthat alter shift characteristics, just forthe sake of adding parts. But if itmakes sense to add parts for the rightreason, such as an OEM change, wedo it.

In addition, as OEM parts becomeavailable to the aftermarket, we updateour kits as soon as possible. Our kitscontain the highest quality parts, andwe don't cut corners.

In the end, rebuilders appreciate thehigher quality, and that's what gives usthe edge over the competition.

Here are some of the "little things"we're currently doing to improve ourkits:

• Adding the governor filter (TT#81683)to the Toyota A440 kit.

• Adding the new differential rearcover gasket (TT#11315) to kits tocover the 1995-Up Hyundai A4AF-2.

• Changing the Toyota front pump sealto the OE seal (TT#29910).

NEW PRODUCT ANNOUNCEMENTSFor additional product announcement information, contact your local distributor

The 4R44E and 4R55E were introduced by Ford Motor Company in modelyear 1995, and are basically A4LD units with total electronic control(they're sometimes referred to as "A4LD-E" units). The 4R55E unit hasmore clutch plates than the 4R44E, and is found behind 4.0L enginesbecause of its higher torque capacity. They're used in 1995-Up Rangersand Explorers, and 1996-Up Aerostars.

Ford 4R44E and 4R55EGasket Sets & Overhaul Kits Now Available

TransTec # Description

1309 Gasket & Seal Kit

DP1309 Gasket & Seal Kit with Duraprene® Gaskets2309 Overhaul Kit

DP2309 Overhaul Kit with Duraprene® Gaskets

Coming Soon...

F4A33/32End Clutch Kit

It's the LittleThings That Count

TROUBLESHOOTER®

By John Wozniak, TransTec Transmission Product Manager

3

The VW/Audi AG4:Easy to Fix, IF you can get the parts.

I don’t know about you, but I thinkthis business gets harder every year.I’ve been putting trans kits together foralmost ten years, and before that Iworked in a rebuild shop just likeyou’re doing now.When I started, ourshop would see maybeeight or so differenttransmissions on aregular basis. And thosewere pretty simplethings to work on,compared to what rollsinto your shop thesedays. It seems thatevery vehicle that comes in sports atrans with something different on it orin it. Or both.

I just checked the ‘puter, and Trans-Tec now packs almost 100 differenttrans kits. To make each kit, we firsthave to figure out what the originalcomponents are. There was a timewhen this was not too difficult, butlately the OEMs are on some sort of a‘change-frenzy’ that reminds me ofsharks’ feeding habits.

On top of all the changes - somelittle, some big - simply getting theinformation from the OEMs hasbecome a real bear.

These days, almost all OEMs runsome sort of reman program. Onereason OEMs run these programs is toget back units under warranty so theycan do failure analysis. Another bigreason is the car dealers’ shortage ofpeople qualified to repair automatic

transmissions. Probably, like most BigBusiness reasons, the real reason isbecause it's cheaper.

And here’s where the “Trickle-Down” principle snaps our solenoids.

Apart from what we canlearn by taking apartthe unit itself, thebiggest source forinformation about anew transmission’scomponents has beenthe OEM’s catalog.But catalogs on newtransmissions are being

issued far slower than ever before. TheOEMs seem to be saying “Why spendmoney on a catalog if we’re only goingto replace the unit anyway?”

All of the above sort of sets the stagefor the subject of this article: “What’swith the VW/Audi series of computer-controlled four-speed automatictransmissions?” (Youknew I’d get to the pointsooner or later.)

The VW/Audi seriesof trans first showed upin the ’90 Passat. Webegan developing kitsfor these about threeyears ago. We chose tohold off developingthese until we finishedour line of kits forJapanese transmissions, a decisionlargely driven by the greater number offaulty Japanese units. But even thoughwe’ve been at it for three years, we’re

still working like beavers to keep upwith the changes VW/Audi keepmaking. What’s dragging out theprocess is the fact that cataloging fromVW is still not complete six years afterthey introduced the transmissions, andmost of the inside parts are notavailable separately. Talk about aresearch nightmare!

Get to know Renault

At the start, this series of transmis-sions was planned as a joint venturebetween Renault and VW/Audi. Thatmakes sense when you realize thatmost of Europe still shifts by hand.Even today, 56% of all European-madevehicles with automatic transmissionsare exported, mainly to the US.

Since less than 5% of our vehiclescome from Europe, you can see whytheir car manufacturers try to share theexpense of designing and building

automatic transmis-sions.

The original plancalled for Renault tomake automatictransmissions for VW/Audi as well as fortheir own vehicles.That plan didn’t lastlong. (Rumor has itthat VW/Audi was notoverjoyed with

Renault’s quality. Imagine that!) VWnow makes their own units and Audihas almost totally switched over to

"... but lately theOEMs are on somesort of a ‘change-frenzy’ that remindsme of sharks’ feedinghabits."

... cataloging fromVW is still not completesix years after theyintroduced the trans-missions, and most ofthe inside parts are arenot available separately.

4

ZF’s 5-speed trans. So much forplans. I think Audi is trying to breakaway from its image as a fancy VWand grab some of the territory claimedby BMW and Mercedes.

(As a direct result of the differenttrans coming out of VW and Audithese days, I won’t use the compoundname “VW/Audi” anymore in thisarticle. Besides, I’m tired of typing allthat. When you smoke along at ablazing 30 words per minute, suchthings become important.)

But Forward Into History

The Renault-built trans first showedup in the US in 1988. They put it intoa 4-cylinder Eagle Premiere. Renaultproudly called it the AR4. The AR4 isa north-south mounted unit that to youis similar to the 097 you’ve seen in theAudi. (The AR4 might look similar toyou, but to us it’s a major changebecause most of the metal-clad sealsare different from those in the 097, as

are the pan gasket and most externalseals.)

Mercifully, the AR4 was gone by1990, so the chances of you seeing thisthing in the US are slim.

Of course, Renault remains active inEurope. They developed two newversions of the AR4, which they’vecalled the AD4 and the AD8. One ofthose is a transverse unit while the otheris a different version ofthe north-south trans.To be brutally frank,we don’t yet knowwhich is which. Ourwork on this series oftrans has concentratedon the Renault ver-sions. We already havea pretty good handle onthe VW side of things.

If you’re Germanically inclined, youneed to call these versions the AG4. Inreality, three different versions have

been produced; the 095/096, the 097,and the 098. To add to your storehouseof confusion, in 1995 VW and Audimade major changes in these trans, andgave them three new designations. I’llwalk you through those things later inthis article. For now, let’s stick with thebase units.

Base Unit 095/096

These are base unitsfor VW. These front-wheel drive trans are onall VWs, except for theEurovans. (Check theApplication Chart forthe exact coverage.)The 095 - which cameout first - became the096 in October ’91when they changed the

pinion setup and changed the pinionseal. This differential uses differentlubricant, just like the A404 does.

NOTE: VW stiffly denies evermaking the 095 and will only admit tothe 096. That’s a little hard to swallow,since I have a ’90 Passat servicemanual that specifically refers to the“095 Transmission.” I suspect we areseeing a typographic error or anexample of the OEM mentality thatholds “Out of Service, Out of Mind.”

This is the Audi version of the AG4.The 097 has a north-south configura-tion and is put together just like theAudi 3-speed, or the Subaru. Firstcomes the torque converter housing,then the differential with axle stubshanging out the side, and finally, thetrans itself.

The differential is isolated from thetrans and converter housing, withpinion seals front and rear. Those arenecessary to handle the different lubri-cants. As you’d correctly guess, all the

100 91 4 Speed FWD L5 2.3L 097

Cabriolet 94 4 Speed FWD V6 2.8L 097

Cabriolet 95-96 4 Speed FWD V6 2.8L 01N

Cabrio 95-96 4 Speed FWD L4 2.0L 01M

Corrado 90-l0/91 4 Speed FWD L4 1.8L V6 2.8L 095

Corrado 10/91-94 4 Speed FWD L4 1.8L V6 2.8L 096

Corrado 95 4 Speed FWD L4 1.8L V6 2.8L 01M

Golf 93-94 4 Speed FWD L4 1.8/l.9/2.0L 096

Golf 95-96 4 Speed FWD L4 1.8/1.9/2.0L 01M

Jetta 93-94 4 Speed FWD L4 1.8/1.9/2.0L 096

Jetta 95-96 4 Speed FWD L4 1.8/1.9/2.0L 01M

Jetta GLX 94 4 Speed FWD V6 2.8L 096

Jetta GLX 95-96 4 Speed FWD V6 2.8L 01M

Passat 90-10/91 4 Speed FWD L4 2.0L V6 2.8L 095

Passat 10/91-94 4 Speed FWD L4 2.0L V6 2.8L 096

Passat 95-96 4 Speed FWD L4 2.0L V6 2.8L 01M

Eurovan 92-94 4 Speed FWD L4 2.4/2.5L 098

Eurovan 95-96 4 Speed FWD L4 2.4/2.5L 01P

Trans Engine Trans Type Type/ Size Model Model Years

VW/AUDI AG4 TYPE APPLICATION CHART

Mercifully, the AR4was gone by 1990, sothe chances of youseeing this thing in theUS are slim.

5

metal-clads and the pan gasket aredifferent from the 095/096.

Base Unit 098

You’ll find this trans in the rear-engine Eurovan, the vehicle which -in its original life as a Microbus -found fame in Arlo Guthrie’s songabout Alice’s Restaurant. That won’t

mean anything to those of you who areinto Smokin’ Grooves, but hey...life is

like that. Anyhow, this trans looks similar

to the 095/096, except it has a longextension housing hanging off one side.

But don’t get expedient...a closer look

will show you that the 098 has a differentpan, a different transfer gear cover, and

different metal clads.

figure it all out is to think of theoriginal Ford AOD. There was no truelock-up converter in the AOD; there’snone here either. Instead, there’s adamper in the converter that’s splinedto a separate input shaft. And thedamper in these units is used partiallyin 3rd and fully in 4th; it’s like deja vuwith the AOD all over again.

Starting at the front of all thesetransmissions, the first clutch you seeis the 2-4 (B1). Like the AOD, oncemore. Absent from this one is theintermediate one-way clutch. Butunlike the AOD, the clutch in thistrans is not on in 3rd.

The next clutch you encounter is thereverse clutch (K2). As you mightguess, this clutch is on in reverse, justas it is in the AOD. Unlike the AOD,this clutch is also on in 3rd, taking theplace of the AOD’s direct clutch.Following that one is the forwardclutch (K1). VW more accuratelycalls this one the “1st-3rd clutch”because it is on in those gears.

Moving right along, you come to the4th (K3) clutch, which takes the placeof the overdrive band in the AOD.And finally, you meet up with the 2ndreverse clutch (B2). Again, VWchooses accuracy over gloss, and callsthis one the “Reverse Brake.” Itreplaces the reverse band that’s in theAOD and performs the same functionhere as the band did there.

Hiding in the back is the low one-way clutch that holds in 1st gear and

2-4 Brake (B2) 6 7 6 7 6 7 6 7

Reverse Clutch (K2) 5 5 5 5 5 5 5 5

Forward Clutch (K1) 5 5 5 5 5 5 5 5

4th Clutch (K3) 5 4 5 4 6 5 6 5

Reverse Clutch (B1) 6 6 5 5 5 5 5 5

096/01M6Cyl & DieselFriction Steel

098/01P 096/01M 4Cyl 097/01N Clutch Friction Steel Friction Steel Friction Steel

AG4 CLUTCH COUNTS

Gear B1 B2 K1 K2 K3 F

R

lst

2nd

3rd

4th

1 - 2nd and 4th gear brake "B2"2 - Reverse gear clutch "K2"3 - Forward "K1"4 - 4th gear clutch "K3"5 - Reverse gear brake "B1"6 - Free wheel clutch "F"

How Goes ThePower Flow

Strip away theexternal differences,and you’ll discoverthat all these units areabout the same inside.The easiest way to

6

freewheels in 2nd gear. If all this getsto be too much to absorb, refer to theclutch application chart in this article.

Electronics

There’s no way to avoid discussingelectronics when you talk about anynew transmission. In order to give youthe information below, I have scouredevery service manual I could find.Unfortunately, information about theelectronics on all these transmissions is- like everything else available aboutthem - sketchy at best.

Things are fairly standard on theinput side. Inputs from the speedsensor, multi-function switch, throttleposition sensor, transmission tempera-ture sensor, RPM, and the enginecontrol module go directly to thetransmission control module. Thecomputer sorts out all the stuff it wantsand sends signals to the solenoids tocontrol the transmission’s operation.Pretty straightforward up to here, butthings spice up a bit now.

Is Seven A Lucky Number?

Attached to the valve body are sevensolenoids. You read it right...sevensolenoids to control four gears and nolock-up. Take a deep breath before youread on.

Four of those sevensolenoids control thefour speeds. SolenoidsN88, N89, N90 andN91 all perform thatfunction. Why theystarted with “88” beatsme; I’ve lookedeverywhere but can’tfind any reference tosolenoids N1 throughN87. Take a squint at the solenoidapplication chart in this article to seewhich solenoid is on in which gear.

Next is a quote straight out of VW’sService Manual. “ Solenoid valves N92and N94 are supplementary valves thataffect gear selection changes and areonly controlled during gear changes.”Boy! What a diagnosis section theyprovide!

Checking the solenoids electrically isa no-brainer operation. Of course, mostsolenoids don’t fail electrically, theyfail mechanically. Apparently, VWfigures that transmission repair guyshave a sixth sense, because they don’ttell you what any of those solenoids do,and they don’t include an oil schematicin their service manual, either. They letyou figure out if you have a solenoidproblem some other way. Lotsaluck.

The Guessing Game

Here’s an educated guess: I thinkthat N94 controls shift timing during 3-4 and 4-3 shifts, and that N92 controlsshift timing for 2-3 and 3-2 shifts Thatleaves us guessing about the N93. Itappears to be a down-shift solenoidthat’s on when the throttle is wideopen.

The transmission computer alsocontrols an interlock solenoid that’slocated on the shift lever. This solenoidwon’t allow the shifter to be movedunless the brake is on. I suspect Audimay be a bit touchy on that subject.

Be Prudent, Pal

Before you doanything rash, likeblaming things on a badsolenoid, better makeabsolutely sure you’vegot the real culprit. Youcan’t just buy one ofthese sweethearts. Allseven solenoids must be

bought as a single assembly. That willset you back about $150 at yourfriendly dealership.

’95 Changes, a La AOD

Back in ’90 when Ford unleashed theAODE as the replacement for theAOD, one of the biggest non-electronicchanges was the replacement of themechanical lock-up system with a truehydraulic lock-up converter. That onechange eliminated one of the biggestdriveability problems associated withFords. The funky-feeling 3rd and 4thgears were gone.

It took the vaunted VW engineersonly five more years to come up withthe same solution to the same problem.Starting in ’95, the 095-098 transmis-sions now have a true lock-up. Strangethough it seems, the units still operatewith seven solenoids. They figured outthat they can make four gears workwith three solenoids instead of withfour. Most everybody else does thesame thing with two solenoids, butwho counts?

More Changes Still

There are changes worth noting. Themolded rubber clutch pistons have

VW/AUDI095-098 SOLENOID

APPLICATION CHART

1995-96 SolenoidGear N88 N89 N90 N91Park X X

RN X X

1st X2nd X X3rd4th X X X X

1995-96 SolenoidGear N88 N89 N90 N91(1)Park X X

RN X X

1st X2nd X X3rd4th X X

Checking the solenoidselectronically is a no-brainer operation. Ofcourse, most solenoidsdon't fail electronically,they fail mechanically.

7

TT

Appearing SoonA TransTec representative

will be at the following"Tech Seminars"

Date City State

October 12th St. Louis Missouri

November 1st-3rd Las Vegas Nevada Powertrain Industry Expo - Transmissions '96

November 16th Pittsburgh Pennsylvania

been altered and the 4th (K3) clutchand the forward (K1) clutch changedtoo. The retainer for the releasesprings now has a rubber lip sealmolded into it. That seal fits into theregular piston and acts as a guide; itworks like the A604’s molded piston.

I’m going into all thisminutiae because - so faras I can tell - those partsare not yet available onthe aftermarket. One ofthe OEM vendors refusesto sell two of the parts tothe aftermarket, whichmakes things doublynice. For the dealer, thatis. The only way you canget those parts is to buy the wholedrum from the dealer who will be alltoo glad to sell it to you.

We're also in the process of con-firming that the pistons were changedin '95 along with all those otherchanges. It's possible that some transmade before ’95 also contain these newpistons. If you see a trans with thosenew pistons, treat them with greatrespect.

Of course, when they added lock-upthey changed the model designationson all the units. To keep things straight,check the designation chart in thisarticle.

Final Thoughts

From what I hear, repairing one ofthese gems isn’t all that difficult. Good

rebuilding practices plus quality partsusually results in a successful rebuild.But from what I also hear, getting theright parts can be a sizable pain in thedrip pan.

I’ve taken several calls fromrebuilders who tried tofix an 097 or an 098with a kit for the 095/096. Guess what. Itwon’t work.

Identifying whatyou’re working on isno big deal. Cast intothe top of every caseis the part number forthe assembly. The

first three digits tell you whichtransmission is staring up at you.

I've taken several callsfrom rebuilders whotried to fix an 097 oran 098 with a kit forthe 095/096. Guesswhat. It won't work.

Ford 4R70W (AODE) Changes for 1996The 4R70W first came out in 1993 inthe Lincoln Mark VIII as a heavy-dutyversion of the AODE. Each year sincethen, it has been used in more vehicleswhile the AODE usage has diminished.By 1995, the 4R70W had completelyreplaced the AODE.

In 1996, the 4R70W went throughsome changes. The upper and lowervalve body gaskets changed, the valve

body cover gasket changed, and theextension housing gasket had a materialchange and Silicone bead added. Due tothese changes, plus the fact that the4R70W always had a larger rear sealthan the AODE, we will be coming outwith new kits to cover the 4R70W for1996-Up. Our current AODE/4R70Wkits will cover both transmissionsthrough 1995 (except for the rear seal).

Description TransTec # OEM #

Upper Valve Body Gasket 12863 F7AZ-7C155-AA

Lower Valve Body Gasket 12862 F7AZ-7D100-AA

Valve Body Cover Gasket 12861 F6AZ-7H173-A

Extension Housing Gasket 12860 F6AZ-7086-A

When you see “097” on the case,you’re working on an 097 trans. Etc.,etc. Pretty simple, after all.

But Watch Out

If you are looking at a case thatshows 097 (01N) or 098 (01P) don’tlet your parts guy sell you a kit for an095/096 (01M).

And watch out for those pistons.

1990-95 1995-UP095/096 01M

097 01N

098 01P

1995-Up Model Designations

TransTec Authorized Full-Line Distributors

P.O. Box 556Milan, Ohio 44846-0556 USA

Bulk Rate

U.S. Postage Paid

Sandusky, OH 44870

Permit #70

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Dean TransmissionSpringfield, MA Pennsauken, NJ

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