37s05t0 Reparo Ford

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automatic

transmission

front-wheel driveautomatic transaxle

repair

student reference book

COURSE CODE: 37S05T0

ORDER NUMBER: FCS-13882-REF

September 2, 2004

Ford Customer Service DivisionTechnical Training


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Course 37S05T0, Slide 1


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Appropriate service methods and proper repair procedures are essential for thesafe, reliable operation of all motor vehicles, as well as the personal safety of theindividual doing the work.

This document provides general directions for accomplishing service and repairwork with tested, effective techniques. Following them will help assure reliability.

There are numerous variations in procedures, techniques, tools, and parts forservicing vehicles, as well as in the skill of the individual doing the work. Thisdocument cannot possibly anticipate all such variations and provide advice or

cautions as to each. Accordingly, anyone who departs from instructions providedin this document must first establish that he compromises neither his personalsafety nor the vehicle integrity by his choice of methods, tools or parts.

As you read through the shop manual procedures, you will come across NOTES,CAUTIONS, and WARNINGS. Each one is there for a specific purpose. NOTESgive you added information that will help you to complete a particular procedure.CAUTIONS are given to prevent you from making an error that could damage the


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vehicle. WARNINGS remind you to be especially careful in those areas wherecarelessness can cause personal injury. The following list contains some generalWARNINGS that you should follow when you work on a vehicle.

Always wear safety glasses for eye protection.

Use safety stands whenever a procedure requires you to be under the vehicle.Be sure that the ignition switch is always in the OFF position, unless otherwiserequired by the procedure.Set the parking brake when working on the vehicle. If you have an automatictransmission, set it in PARK unless instructed otherwise for a specific serviceoperation. Operate the engine only in a well-ventilated area to avoid the dangerof carbon monoxide.Keep yourself and your clothing away from moving part when the engine isrunning, especially the fan and belts.To prevent serious burns, avoid contact with hot metal parts such as the radiator,exhaust manifold, tail pipe, catalytic converter and muffler.

Do not smoke while working on the vehicle.To avoid injury, always remove rings, watches, loose hanging jewelry, and looseclothing before beginning to work on a vehicle. Tie long hair securely behind yourhead.Keep hands and other objects clear of the radiator fan blades. Electric coolingfans can start to operate at any time by an increase in under hood temperatures,even though the ignition is in the OFF position. Therefore, care should be takento ensure that the electric cooling fan is completely disconnected when workingunder the hood.


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The Automatic Transmission Curriculum consists of 8 courses addressingautomatic transmission theory of operation, diagnosis, and service. Each coursein the curriculum is a building block for the next course in the curriculum.

This curriculum is designed for technicians who want to learn the methods andtechniques to properly diagnose and service automatic transmission systems andcomponents. The skills and knowledge gained from this curriculum will enabletechnicians to pursue training in other service specialty areas.

TheAutomatic Transmission Update course is a Web-based Training (WBT)

course designed as an ongoing source of information on newtransmissions/transaxles.

The course is required for currently certified technicians. New technicians do nothave to take it.

Currently this course addresses the Torqshift transmission. Future versions ofthe course will cover new content.


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All technicians will be required to take future versions of theAutomaticTransmission Update course to remain certified.

Technicians will be notified of need to take the course by electronic field

communication. When technicians take the course, it sets the time clock for whenthey have to take the next update course.


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The Automatic Transmission Curriculum consists of 8 courses addressingautomatic transmission theory of operation, diagnosis, and service. Each coursein the curriculum is a building block for the next course in the curriculum.

This curriculum is designed for technicians who want to learn the methods andtechniques to properly diagnose and service automatic transmission systems andcomponents. The skills and knowledge gained from this curriculum will enabletechnicians to pursue training in other service specialty areas.


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In a typical transaxle, power flow also enters at the torque converter. At thispoint the transaxle uses a chain or set of gears to transfer power to the inputshaft. Some of the power passes into the pumps input shaft and drives the fluidpump. The output shaft transfers power to the transaxles final drive assemblywhich directs the power flow to each drive wheel.


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The 4F50N/AX4N automatic transaxle is a four-speed unit with electronic shiftcontrol. It is designed for operation in a transverse power train for front-wheeldrive vehicles. It has the following major components:

case with chain cover

chain drive

two friction bands: overdrive, coast

five friction clutches: forward, direct, intermediate, reverse, low-intermediate(AX4S low intermediate clutch not present)

three one-way clutches: low, direct, low-intermediate (AX4S lowintermediate one-way clutch not present)

a front and rear simple planetary gear setfinal drive planetary gear set

differential

pump assembly

main control

Synchronized two hydraulic events in a single shift, for example on the AX4Sthe low/intermediate band is applied and released to achieve different gears.


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Non-synchronized one hydraulic event in a single shift (apply or release), forexample on the AX4N the low/intermediate clutch remains applied for all forwardgears but has no effect on some gears.


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The torque converter is a standard four-element device:

impeller assembly

turbine assembly

stator/reactor assembly

clutch and damper assembly

The standard torque converter components operate as follows:

Rotation of the converter housing and impeller set the fluid in motion.

The turbine reacts to the fluid motion from the impeller, transferring rotation tothe gear train through the input shaft.

The stator (also called reactor) redirects fluid going back into the impeller,providing for torque multiplication.

The clutch and damper assembly dampens power train torsional vibration andprovides a direct mechanical connection for improved efficiency.


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Power is transmitted from the torque converter to the planetary gear sets andother components through the input shaft.


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The hydraulic system has a main control assembly. The pump assembly,hydraulic control valves and electro-hydraulic actuators are located in the maincontrol.

Gaskets are used for the separator plate between the pump body and valvebody. The separator plate between the valve body and chain cover has integralgaskets.


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The gear train consists of:

planetary gear sets

apply components

final drive gear set

differential

Planetary Gear SetThe transaxle has two planetary gear sets to provide operation in reverse andfour forward speeds.The gear sets are comprised of the following components:

front sun gear (part of the front sun gear and shell assembly)front carrier

rear ring gear

front ring gear and rear carrier

rear sun gear


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The sun gear is splined to the front ring gear and rear carrier of the planetarygear sets. The sun gear acts as the driving member and the carrier as the drivenmember. The ring gear is held stationary inside the case using lugged teeth.

Turbine Shaft

The turbine shaft is splined to both the torque converter stator and the drivesprocket. This allows input torque to be transmitted from the torque converter tothe drive chain and driven sprocket.

Output ShaftThe output shaft is splined to one of the differential side gears on one end,supported by the driven sprocket and driven sprocket support on the other end.This allows power flow through the differential for even output torque to the driveaxles.

Drive Chain and Sprockets

A chain drive transfers torque from the torque converter turbine to the planetarygear sets. The chain drive is composed of the following components:

drive sprocket

driven sprocket

drive chain

The transaxle case has a support for the drive sprocket that also serves as thesupport for the torque converter stator. A driven sprocket support mounts in thebarrel of the transaxle case and also supports the clutches and gear setcomponents.

Final Drive Gear SetThe final drive consists of a planetary gear set that transfers and multipliestorque from the planetary gear sets to the differential.

The final drive consists of the following components:

sun gear

carrier (part of the differential case)

ring gear

DifferentialThe differential allows the half shafts and wheels to rotate at different speeds

during cornering.The differential assembly consists of the following components:

differential case (part of the final drive carrier)

two pinion gears supported by a pinion shaft

two side gears supported by the differential case and half shafts


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The 4F27E was introduced with the 2000 Focus. It is a fully automatic,electronically controlled four-speed transmission designed for front-wheel-drivevehicles. The designation 4F27E means:

4 4-four-speed transmission

F front wheel drive

27 originally designed for maximum input torque after torque converter:365 Nm (270 lb-ft)

E fully electronic control

The individual ratios are achieved through two planetary gear sets, connectedone behind the other.

The individual components of the planetary gear sets are driven or held bymeans of four multi-plate clutches, a band and a roller one-way clutch.


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Torque is transmitted to the final drive assembly through an intermediate gearstage.

The electrical and hydraulic functions are carried out by an EEC V Powertrain

Control Module (PCM).

The manual selector lever gives the driver a choice of "P", "R", "N", "1", "2" and"D".

In drive range "D" it is also possible to operate an O/D switch on the manualselector lever to prevent the transmission from shifting into fourth gear or, ifalready in fourth, shifting down to third gear.

To minimize fuel consumption, the torque converter clutch is applied by the PCMin 3rd and 4th gears depending on the throttle position and vehicle speed.

The transmission has Electronic Synchronous Shift Control (ESSC), whichguarantees extremely smooth gear shifting over the entire life of thetransmission.

A hydraulic emergency operating program maintains limited operation in theevent of failure of important electrical components. Default is 3rd gear.

The transmission can be tested using a scan tool through the Data LinkConnector (DLC) in the passenger compartment.


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The torque converter is a standard four-element device:

impeller assembly

turbine assembly

stator/reactor assembly

clutch and damper assembly

The standard torque converter components operate as follows:

Rotation of the converter housing and impeller set the fluid in motion.

The turbine reacts to the fluid motion from the impeller, transferring rotation to

the gear train through the input shaft.The stator/reactor redirects fluid going back into the impeller, providing fortorque multiplication.

The clutch and damper assembly dampens power train torsional vibration andprovides a direct mechanical connection for improved efficiency.

Power is transmitted from the torque converter to the planetary gear sets andother components through the input shaft.


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Individual ratios are selected by means of four multi-plate clutches, a brake band,and a roller one-way clutch.

These components are controlled by the PCM through pulse width modulated(PWM) solenoid valves in the valve body.

The valve body contains six solenoids:

three PWM solenoids

two shift solenoids (on/off)

one main regulating solenoid (variable force solenoid- EPC).

The individual clutches and bands are supplied pressure from the PWM solenoidvalves and the shift solenoid (on/off) valves. These valves allow direct actuationof clutches and bands to ensure extremely smooth gear shifting through precisepressure regulation.


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The shift solenoid (on/off) valves switch the hydraulic path to the clutches andbands, reducing the number of required modulating valves.

The main regulating valve (variable force solenoid) ensures that sufficienthydraulic pressure is available in all operating conditions.

PWM solenoid 1-3PWM solenoids 1, 2 and 3 control the pressure to the bands and clutches.

Shift solenoid (on/off) 1 and 2The shift solenoids (on/off) switch the different oil passages in the valve body todirect the pressure to the individual clutches and bands.

Main regulating solenoidThe main regulating solenoid controls the required main line pressure (based onengine load) for the individual transmission ranges.

Electronic Synchronous Shift Control (ESSC)ESSC monitors shift operations to adapt to the wear in the shift elements overthe life of the transmission. This is possible since the shift elements are actuatedby modulated valves.

If the PCM detects a deviation from the stored values for the shift time andsynchronization of the shift operation, the pressure buildup or reduction isadapted accordingly.


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The final drive input gear is splined to the planet carrier of the front planetarygear set and drives the transfer shaft input gear of the intermediate gear stage.

The transfer shaft output gear of the intermediate gear stage drives the final driveassembly.

Torque is transmitted to the half shafts through the final drive assembly.

The differential allows the half shafts and wheels to rotate at different speedsduring cornering.

The intermediate gear stage is designed such that final drive ratio can beadapted for different vehicle applications.


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To properly diagnose a concern have the following publications available in DVDformat:

Powertrain Control/Emissions Diagnosis (PC/ED) manual

TSBs and OASIS Messages

Wiring Diagrams

Workshop Manuals

These publications provide the information required for diagnosing transmissionconcerns.

Additionally, the Blue Books provide detailed color information and diagrams thatcan be extremely useful.


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When internal wear or damage has occurred in the transaxle, metal particles,clutch plate material, or band material may have been carried into the torqueconverter and transaxle fluid cooler. These contaminants are a major cause ofrecurring transaxle troubles and must be removed from the system before thetransaxle is put back into use.


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37s05t0 Reparo Ford