A/T - Replacement Procedures
90peugeot01BULLETIN NO. 371
DATE: February, 1990
SUBJECT: AUTOMATIC TRANSMISSION REPLACEMENT
MODELS: ALL 505 AND 405 VEHICLES
PMA has observed that in some cases proper Workshop procedures may not be utilized during automatic transmission replacement. The major areas of concern are as follows:
1. ALIGNMENT DOWELS
Dowel pins are used between the engine block and transmission housing to maintain a precise alignment of these two assemblies. Failure to transfer these dowels to the new transmission may result in undue loads on the torque converter hub, front pump, input shaft, etc., leading to an early failure of the replacement transmission.
2. TORQUE CONVERTER INSTALLATION
The torque converter must remain fully seated on the input shaft and front pump during transmission installation. Failure to do this can result in broken front pump drive tabs and/or a jammed torque converter. When the transmission is bolted onto the engine block, the converter must be easily rotated by hand to align with the flywheel or flexplate. If the converter is too tight (must be rotated with the assistance of a pry bar, or screwdriver), the transmission and torque converter must be removed and the front pump drive tabs inspected for damage. These tabs are visible through the front seal area. If this condition is present, failure of the transmission will occur almost immediately, often within 1 to 2 miles.
In order to properly install the torque converter, hold it level while installing it. Continue to push in slightly while rotating by hand. Two distinct engagements should be felt, first the input shaft and then the front pump tabs.
3. TRANSMISSION COOLER
Any time a transmission is removed from a vehicle and replaced, the transmission cooler and lines must be flushed to remove contaminants left behind by the failed transmission. Failure to do so may result in shifting complaints and/or premature failure of the replacement transmissions.
NOTE: Do not use air pressure to clean the cooler and/or lines. High pressure air can rupture the cooler and, in addition, tends to force the contaminants against the inside walls of the cooler, rather than clean it out.
The transmission cooler for the ZF 4HP14, used in the 405, does not require flushing, as it is replaced with the transmission.
4. DRIVESHAFT AND CARDAN JOINT
Whenever a transmission is replaced, always inspect the driveshaft splines for excessive wear. Shiny spots on the sides of the spline are normal; however, if the spline becomes "stepped" (thinner in the middle or at one end of the spline), the driveshaft is worn and must be replaced.
On 505 Station Wagons, the cardan (universal) joint must also be inspected for wear both at the splines and at the rollers. To test the rollers, grasp the ends of the U-joint in either hand. Attempt to twist the joint back and forth with a motion like you were wringing a wet towel. If looseness or play is observed, the joint must be replaced.
NOTE: It is normal for the braking cups to rotate within the housing.
If a worn driveshaft and/or cardan joint is reinstalled after a transmission replacement, the customer will have a complaint of noise or vibration when driving, and may even cause premature failure of the replacement transmission.
IMPORTANT:
Warranty transmission cares have been received by Quality Control exhibiting one or more of the above conditions. In some cases, multiple replacements have resulted. Failure to follow proper repair procedures will result in warranty debits being issued. Please inform your personnel accordingly.