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5r55n
Presented by
Bob Warnke
1
Applications:
1999-2001 Jaguar X200 - 3.0 or 4.0 ltr.
2000-2002 Lincolns LS - 3.0 or 3.9 ltr.
2002 Thunderbird - 3.9 ltr.
New Features:
Select Shift Transmission (SST), allows the driver to manually control shift timing. Protection is
insured by engine cut-back at 6500 rpm in each gear selected. If the selector is left in D5, 5-2 oc-
curs at approximately 8 mph. The PCM may be programmed for second gear starts. The trans-
mission has the ability to obtain engine braking in all gear ranges. The torque converter is a high
capacity unit with brazed blades, designed for high RPM and modulated TCC apply. Dual con-
verter friction linings are used in high torque applications. A high capacity pump is of Trochocentric
design. The unit uses a separate OTA transmission cooler. The 5R55N has an intermediate clutch
and intermediate sprag. The familiar 5R55E intermediate band is used as a manual or kick down
band applied in D3 or when OD is canceled in 3rd for engine braking.
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Shift Strategy:
Inputs affecting transmission control are; MAF, Engine (RPM), Turbine speed (TSS), Inter-
mediate speed (ISS), Vehicle output speed (VSS/OSS).
Adaptive shift strategy (2001 and newer) is calibrated from the following conditions; mini-
mum throttle level and minimum change in throttle opening, operating temperature, up shift
strategy, closed throttle downshifts, manual forced downshifts, length of engagement.
Adapts return to base calibration or change when the battery is disconnected, the PCM has
been reprogrammed, or keep-alive memory (KAM) is lost due to PCM power loss. The KAM
must relearn after memory loss and will require all driving conditions be met before OE shift
quality returns. Shifts will be harsh until relearn procedure is complete.
FIRM_SFT Mode can be selected with a Scanner to verify if PC solenoids can elevate line
pressure. Firm shifts should result when commanded for firm set ON.
TRANS BENCH MODE allows the manual control over shift and duty cycle PC solenoids A,B,C.
See solenoid section for test procedures.
Fill Procedure:
The transmission is very sensitive to the correct fluid (Mercon V) and level. After minor service
(such as installing gauges or the Flow-meter) the level must be re-checked and the system purged
of air. If not filled properly, the hydraulic system “moans” when cooler bypass opens and each time
the PC-C solenoid is pulsed during 4th gear. Both conditions occur on the road test, and may not
in the shop.
OE fill procedure: Text on the oil pan states; Run engine until flow from the inner plug stops, fill
from extension housing until flow resumes.
Suggestions:
Always pre-fill the converter. After install, fill with the engine off, until ATF runs out from the center
overflow tube, then install the plug and add another 1.5 qts. At initial start the converter charges
and the sump runs dry, which aerates the fluid. After the aeration it is very difficult to get an accu-
rate reading and results in a low fluid condition.
After the fluid is stabilized, fill in Park at idle, until clear fluid “drips at a steady stream” from the
overflow tube. With fluid (TFT) temperature at 27’C-49’C ( 80-120’f.)
correct level at overflow tube “just starts to drip”. Suggest a second or third check after the test
drive.
If you do not have Mercon V, in a power dispenser, then I suggest the following:
Place a 5’ hose, firmly into the fill hole at right rear of extension housing.
Place the other end of the hose, to one side and above the transmission (lift post works well).
Force feed through the hose. You will be pushing ATF up-hill if you fill from under the car. A dry
unit with new cooler will require 11.2 ltr, or 11.9 qts. to fill.
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Diagnostics:
Most Scanners work with ’99 to ’01 processors. The ’02 and latter requires the Ford CAN program
and many Scanners will not communicate as yet.
Diagnostic procedures;
1) Fluid level verification
2) Scanner attachment and SonnaFlow attached to the return (lower) cooler line.
The SonnaFlow can be attached using ½” barb adapters, beneath the radiator in about 10
minutes. These two instruments will give you the best initial information. If you need to get
the gauges out, add at least two hours to diagnostic time.
3) Wiring diagrams may have conflicting wire colors, be careful!
4) The PCM and transmission connector are almost impossible to perform a pin to pin test.
5) If you can verify the solenoids by wire color, install a Schaffer Long Arms and DGMM such
as the Snap-On Vantage to monitor a circuit. You will have to open up the harness between
the PCM and the transmission.
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Pressure testing:
The line pressure tap is on the driver’s side, rearward of the shift linkage. The pressure
control solenoid C (PCC) tap, is rear of and next to, the intermediate servo cover. Neither
tap, is easy to put a gauge into. I would suggest using Parker # 68PL-4-2, quantity of 4,
and 2 ft. of #NN-4-040-0100 nylon tubing. Parker’s phone # is 630-771-3800. You can at-
tach your gauges to these fittings. Use a 300 psi. gauge for line and a 100 psi. gauge for
PC-C psi..
Normal Line psi: D-5; 98-111 psi. – Idle
D- 5; 150-200 psi.- stall
D-5, to SST, drops line to approx.60, then ramps quickly to 112
(Vehicles with SST manual shift gate, ill. above)
Reverse 190 psi. – Idle
Reverse 310 psi. - stall
(EPC is temperature compensated, so higher line rise results as unit
temperature goes up)
Normal PC- C psi.: Park, Nuetral, -10 psi.
D-5 position; 1 st, 2 nd, 3rd , -10 psi.
SST position: 1 st, 2 nd, 3 rd , -10 psi.
4th gear. PC-C rises 35, then again to 65 at light throttle.
4th gear, Heavy throttle rises to 115 –120 psi.
5th gear, PC-C dips to 65 psi. during 4-5, then climbs w/load.
Reverse; Engagement ramps to 35 then to 65 psi.
Reverse; PC-C follows engine load to 120 psi.
Notes:
4th gear is very susceptible to and may have erratic line pressure while applying and in
gear. If you hear a whine/ buzz on the 3 -4 shift, verify your fluid level!
During an up-shift or a down-shift there is a normal drop of 15- 20 psi. which is followed
by a quick rise to apply the oncoming clutch.
SonnaFlow, Cooler diagnostics:
Return cooler line is at the bottom of transmission.
The cooler is not to be flushed, but replaced if transmission failed.
This transmission has an internal thermal by-pass, so fluid re-circulates within the case,
until the converter fluid reaches approx. 125 degrees F. Previous to opening, flow through
the cooler will be .0-.1 (6.0 Hz average). As the element opens, flow directed to the cooler
increases from .3 to .8 GPM at an idle. At operating temperature acceleration through D4
results in 1.9 GPM TCC off. TCC applies just after 4 th and 5 th , flow then goes to 2.4 GPM.
Lift throttle results in TCC cancel with flow at 1.9 GPM, then re-application to 2.4 GPM , as
soon as your back on the throttle. Throttle angle over ¾ causes TCC cancel. This data is
from a 3.9 ltr. with drive -by-wire.
I strongly suggest you review the SonnaFlow manual to identify the benefits of using the
meter for it’s diagnostic capability.
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With the SonnaFlow on the 5R55N, you can identify the following:
Aerated fluid – use of DGMM will show erratic pressure control
Under fill- DGMM will have erratic Hz, indicating low flow
TCC electronic control- Scanner command compared to Sonnaflow response indicates
valve response. Also monitors TCC commanded by PCM.
TCC apply valve movement- Flow meter indicates thermal element and the TCC solenoid are oper-
ating.
Pump efficiency during engagements- A large drop or reduction in flow during engagements identi-
fies a pump that drops output at low RPM. The pump tested at low RPM and then again raised by
200 RPM, can isolate inlet restriction and filter problems.
TCC hydraulic control;
Similar to the 5R55E, once in lock-up, release oil pressure (between the piston and the cover) is
maintained at approx.15 psi., resulting in a controllable TCC apply and release.
TCC apply is possible, due to available signal oil, in all ranges except L-1 and Reverse.
So if engine stalls in reverse, it is not a solenoid or TCC valve problem. Poor pump volume or con-
verter and pump leaks can cause this. If TCC stalls in all D ranges except L-1, inspect solenoid
and TCC valves first. The TCC will cancel with brake pedal apply, and at ¾ throttle or above.
Stall speed for Lincoln LS w/ 3.0 is 2565 to 3060 RPM.
“ “ w/ 3.9 is 2592 to 3019 RPM
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Valve Description
1-5) Cooler bypass: maintains front and rear internal lube oil flow until thermal element opens at
approx. 125 degrees f., flow will then be routed to the cooler. As in the 5R55E, this valve can affect
TCC apply if sticking part way or stuck open. Refer to the SonnaFlow test information.
6-9) Coast clutch control: Allows flow to the Coast clutch used for engine braking. Stroked by the
turning on of SSD solenoid in any gear except manual D1-D3.
10-12) Overdrive servo control: Apply and release oil to the Overdrive servo is controlled by this
valve. SSC is turned on, in 2nd gear, overdriving 1 st. Stroked by SSC to get 5th gear.
13-16) PCB Modulator valve: Source for PCB oil.
17-20) 4-3 Int. servo reg. (ISR): Controls apply and release rate of Intermediate servo. Valve posi-
tion controlled by PCC, a duty cycle solenoid. Refer to PCC solenoid.
21-24) 4-3 pre-stroke, Int. band ctrl: Controls apply and release rate of intermediate servo and di-
rect clutch. PCC oil flow to ISR control valve is switched here.
25-30) Reverse engagement ctrl: Feed is B shuttle ball from manual valve. Controls direct clutch
apply in reverse. PCB controls rate of apply.
31-32) High clutch ctrl: Controls feed rate of PCC oil to 4-3 pre-stroke valve. Controls the rate of
direct clutch apply.
33-36) Reverse modulator valve: Stroked by PCC oil. Valve controls exhaust rate of direct clutch.
37- 39) Rear servo ctrl: Stroked by SSD solenoid, Feed from manual valve, controls rear servo ap-
ply.
40-46) Press. Reg valve & boost slv: Controls line pressure, converter release oil feed, and lube
oil source. Boost valve is reacted on by Reverse oil, PCB and PCA.
47-52) Reverse inhibit valve: Stroked by oil feed through shuttle ball B from manual valve. Locks
off reverse oil feed to L-R servo when SSB is on.
53-54) Solenoid regulator: Regulates line pressure down to feed the on-off solenoids, including
TCC solenoid. PC solenoids are fed directly from line pressure.
55) Manual valve: Fluid path selection
56-59) Rear servo/ Intermediate servo select valve: Stroked by SSB oil pressure. Directs /
switches PCA regulated oil between Intermediate clutch and L-R servo.
60-63) PCA Modulator valve: PCA solenoid reacts on this valve, regulating line pressure for PCA
psi. PCA is a variable apply force to boost valve line rise, L-Revs servo, intermediate clutch and in-
termediate servo.
64-67) Forward engagement ctrl: Stroke rate is controlled by PCB oil pressure. As the valve is
stroked, line psi. is allowed to feed the Forward clutch.
68-71) Converter back pressure ctrl: Maintains approx. 15 psi. of release pressure between pis-
ton and cover during apply.
72-76) Converter clutch modulator ctrl: Controls TCC apply pressure. Is stroked by the modu-
lated TCC solenoid, and fed from line pressure. When the unit goes into TCC apply mode, con-
verter oil flows to the cooler and line psi. is the apply oil source.
77-80) Converter clutch ctrl: This valve switches the oil flow from apply to release within the con-
verter. It is stroked after line psi. flows past the modulator valve (72-76).
82) Lubrication check ball
83) B Shuttle ball. Separates manual low and reverse oil circuits
A Shuttle ball. Separates reverse oil feed to PCC solenoid from forward oil feed to
PCC.
84-85) Converter clutch limit valve
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Duty cycle pressure control solenoids:
PCA - Influences overall line rise.
PCB - Forward and Reverse engagement and line rise in reverse.
PCC - Direct clutch and line pressure control
Note: Due to various valve positions and multiple solenoids, the list below should be
examined for other PC solenoid influences.
PCA: Solenoid is fed from the line pressure circuit. Solenoid output oil reacts on PCA
modulator valve. PCA modulated output then controls the rate of L-Reverse servo, In-
termediate clutch and Intermediate servo apply pressure. PCA modulated oil also
raises line psi. at pressure regulator boost valve. The PCA solenoid and its circuit can
be tested at the line pressure port. As PCA is controlled up, line should rise as well.
The correct Scanner can step these pressures by 15 psi. increments.
PCB: Solenoid is fed from line pressure circuit. Solenoid output oil reacts on PCB
modulator valve, reverse engagement control, forward engagement control and the line
boost valve.
Diagnostics for delayed forward or reverse engagement should start with this solenoid
and circuit. The PCB solenoid and its circuit can be tested at the line pressure port. As
PCB is controlled up, line should rise as well. The correct Scanner can step these
pressures by 15 psi. increments. Perform PCB and PCA pressure steps, so the oppo-
site solenoid is set at minimum psi. step.
PCC: Solenoid is fed from line pressure circuit. Solenoid output reacts on the direct
clutch circuit line rise, reacting on Press. Mod. Reverse, Engagement control reverse,
Direct/Reverse engagement control valve and 4-3 ISR control. Insure the end plug at
RS/ISA select valve is tight in the bore, as feed to PCC must be sealed here.
The PCC tap is located on the passenger side of transmission behind the intermedi-
ate servo.
PCC psi. increase occurs in Reverse and 4 th , 5th gear.
PCC is approx. 9 psi. in Park, stays at 9 psi through 1 st , 2nd, 3 rd , ramps quickly to 35-42
at 3-4 shift and then follows engine load up to 115 psi. in 4 th and 5 th gear.
PCC rises to 35 when Reverse is “selected” and follows engine load up to 115 under
load. Notice; the specifications above would be altered by a defective TRS, MAF, PCC
solenoid or valve body bore wear. This test port can provide helpful diagnostic info r-
mation!
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COMPLAINT RELATED TO PC SOLENOID
Delay forward, no forward PCB Slips in Man 2 PCA,PCB
Delay reverse, no reverse PCC Slips in Man 3 PCA, PCB
Harsh reverse engagement PCC, PCA No 2nd or 5th PCA, PCB
Low pressure forward PCC No 3rd, 4th, or 5th PCA, PCB
No forward and no reverse PCB Harsh 2-3 PCA
Missing a gear range PCA, PCB, PCC Harsh 3-4 PCC
Soft shift in any range PCA,PCB, PCC Harsh 4-5 PCB
No 1st gear in M1 PCB, PCA Harsh 3-2 or 2-1 PCB
Transmission overheat PCA, PCB, PCC No or soft 1-2 PCB
No engine braking in Man 4 PCB No or soft 2-3 PCA
No engine braking in Man 3 PCA, PCB No or soft 3-4 PCC
No engine braking in Man 2 PCA No 4-5 or soft PCB
No engine braking in Man 1 PCA, PCB
SHIFT SOLENOIDS
Solenoid: Resistance Value: Control:
SSA 16-45 On-off
SSB 16-45 On-off
SSC 16-45 On-off
SSD 16-45 On-off
TCC 9-16 Modulated, low frequency
PCA-PCB 3-8 Duty cycle, high frequency
TSS-ISS-OSS Resistance
21 degrees C. / 70 degrees F. 150 degrees C. / 302 degrees F.
325-485 ohms 492-738 ohms
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Pin Number Circuit Function
1 PCA
2 Transmission fluid temperature
(TFT) sensor
3 Shift solenoid power
4 PCB
5 SSD
6 SSC
7 NOT USED
8 NOT USED
9 NOT USED
10 NOT USED
11 PCC
12 Signal return
13 Reverse pressure switch
14 Torque converter clutch (TCC sole-
noid)
15 SSB
16 SSA
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5R55N SOLENOID STATES
Select Shift
(optional) Powertrain Con-
Gear-shift trol Module
Selector (PCM) Com-
Position manded Gear SSA SSB SSC SSD PCA PCB PCC
P/N P ON OFF OFF ON L1 C2 L
R R ON OFF OFF ON L H3 H
D5 1 ON OFF OFF ON C L L
2 ON OFF ON ON L C L
3 ON ON OFF ON C L L
4 OFF OFF OFF ON C L H
5 OFF OFF ON ON C C H
D4 1 ON OFF OFF ON C L L
2 ON OFF ON ON L C L
3 ON ON OFF ON C L L
4 OFF OFF OFF OFF C C H
+/- 1 ON OFF OFF OFF H H L
2 ON OFF ON OFF H H L
3 ON ON OFF OFF H H L
4 OFF OFF OFF OFF H H H
5 OFF OFF ON ON H H H
1. Low line pressure 2. Control line pressure 3. High line pressure
Shift Solenoid Failed Mode Chart “Always OFF”
Failed OFF due to powertrain control module and/or vehicle wiring concerns, solenoid electri-
cally, mechanically or hydraulically stuck OFF.
Transmission Range Selector Transmission Range Selector
Lever Position Lever Position
SSA Always SSB Always
“OFF” D5 D4 “OFF” D5 D4
PCM Gear Actual Gear PCM Gear Actual Gear Obtained
Commanded Commanded
1 3 3 1 1 1
2 2 2 2 2 2
3 3 3 3 1 1
4 4 4M 4 4 4M 1
5 5 5 5
a Manual 1 Manual
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Shift Solenoid Failure Mode Chart “Always Off” con’t.
Transmission Range Selector Transmission Range Selector
Lever Position Lever Position
SSC Always SSD Always
“Off” D5 D4 “OFF” D5 D4
PCM Gear Actual Gear Obtained PCM Gear Actual Gear Obtained
Commanded Commanded
1 1 1 1 1/M 1 1/1M 1
2 1 1 2 2M 1 2M 1
3 3 3 3 3/3M 1 3M 1
4 4 4M 1 4 4/4M 1 4M 1
5 4 5 5
1 Manual 1 Manual
Shift Solenoid Failure Mode Chart “Always On”
Failed Off due to powertrain control module and/or vehicle wiring concerns, solenoid electrically,
mechanically or hydraulically stuck ON.
Transmission Range Selector Transmission Range Selector
Lever Position Lever Position
SSA Always SSB Always
“ON” D5 D4 “ON” D5 D4
PCM Gear Actual Gear Obtained PCM Gear Actual Gear Obtained
Commanded Commanded
1 1 1 1 3 3
2 2 2 2 2 2
3 3 3 3 3 3
4 1 1M 1 4 4 4M 1
5 2 5 5
1 Manual 1 Manual
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Transmission Range Selector Transmission Range Selector
Lever Position Lever Position
SSC Always SSD Always
“ON D5 D4 “ON” D5 D4
PCM Gear Actual Gear Obtained PCM Gear Com- Actual Gear Obtained
Commanded manded
1 1/2 1/2 1 1 1
2 2 2 2 2 2
3 3/Ratio 1.16 3/Ratio 1.16 3 3 3
4 4/5 4/5 4 4 4
5 5 5 5
Pressure Control Solenoid Failure Mode Chart “Always Low”
Transmission Range Selector Transmission Range Seletor
Lever Position Lever Position
PCA “Low” D5 D4 PCB “Low” D5 D4
PCM Gear Com- Actual Gear Obtained PCM Gear Actual Gear Obtained
manded Commanded
1 S 2 /1 1 1 1 1
2 2 2 2 1 1
3 S 2 /1 1 3 3 3
4 S 2 /4 4M 4 4 4
5 5 5 4
2 Slips
Transmission Range Selector
Lever Position
PCC “Low” D5 D4
PCM Gear Actual Gear Obtained
Commanded
1 1 1
2 2 2
3 3 3
4 3 3
5 1.1
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Pressure Control Solenoid Failure Mode Chart “Always High”
Transmission Range Selector Transmission Range Selector
Lever Position Lever Position
PC A “High” D5 D4 PC B “High” D5 D4
PCM Gear Actual Gear Obtained PCM Gear Actual Gear Obtained
Commanded Commanded
1 1 1 1 1 1
2 2 2 2 2 2
3 3 3 3 3 3
4 4 4M 1 4 4 4M 1
5 5 5 5
1 Manual 1 Manual
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DIGITAL TRANSMISSION RANGE (DTR) SENSOR DIAGNOSIS
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Clutch Circuit Air Tests and Clearances:
Rev.
Fwd. Direct Coast Int. Int. servo OD servo servo
Leak down: 0-.61” 0-.61” 0-.61” 0-.24” 0-.24” 0-.24” 0-.15”
*Leak down test is measured in cubic inches of ATF per second.
Max-Min clutch clearances specs. Below:
New: .051-.080”
Old: .051-.100”
All: .051-.079”
All: .055-.063
New V8: .992-1.012”
Old V8: .137-157”
New V6: 1.006-1.022”
Old V6: .127-.143”
Travel: 3-5.8 mm
Travel: .120-.220”
Int/OD band adjust: 14 Nm or 10 ft. lbs, then back off 2 turns for both bands.
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End Play:
Rear unit: OE specs. require tooling to be used.
Rear unit endplay is adjusted by selective bearing #6
Overdrive unit e ndplay requires selective #1 nylon washer.
Torque Specs:
Valve body to case: 9-10 Nm. / 6.6- 7.5 ft lbs. / 80- 90 inch lbs.
Pump to case: 22-28 Nm. / 16 –21 ft. lbs.
Pump stator to pump body: 22-28 Nm. / 16-21 ft. lbs. (alignment tool required)
Flex plate to converter studs: 40.7 –46.1 Nm. / 30-34 ft. lbs (alignment tool required)
Center support: 9-13 Nm. / 5.6 – 9.8 ft. lbs. / 67- 117 inch lbs.
Service Notes:
Place a paint mark on the flex plate, converter stud and drive shaft flange before re-
moval to obtain correct balance (if using OE converter).
The overdrive band anchor /stud, should be removed before the pump or damage can
occur.
There are necessary pump alignment tools and inner gear seal sizing tool.
Alignment tools # ST2532-A and ST2533-A and ST 1817-A
Inner pump gear o-ring-sizer T97L-70010-G
On the 3.9, the flex plate has a special alignment tool required for re-assembly. The tool
uses one round and one oblong hole in the flex-plate for alignment. Using two oblong
holes for alignment will cause transmission damage. Tool # ST307-403
To replace the speed sensors or DTR range sensor, the transmission needs to be re-
moved from the car!
Hard Part Failure:
* Complaint: No movement in D5 position but does move in D4 or low. The overdrive
planet is common to fail, taking the input sprag with it.
* The forward clutch sealing ring sleeve is known to fail. The rings will break or side load
into the sleeve, allowing the rings to come loose.
* Complaint of delay reverse, no third or clutch code. The direct drum sealing ring and
bearing assembly (on center support) can spin or crack, loosing direct clutch oil.
* The intermediate clutch beveled snap ring is split, with an end gap by design. It is not
broken unless it is in more than one piece.
Important Part#:
Center support retainer nut and cage: E826160-S76
Center support bolt: W705407-S300
Digital range sensor: 7F293
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