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Getting to know your Honda Automatic Transmission
Introduction…
Honda owners often ask transmission re-builders why they don’t get many kms from there Automatic Transmissions. The simple answers is that it’s probably never had a Service. Even following the Log Book service schedule it is often to late to service as problems start from as low as 40,000kms.
The Transmission
With known failures at very little kms (60,000kms) you would think the transmission is weak in fact the internals are some if not the strongest in front wheel drive configurations. The design is based on a Manual transmission with multiple shafts transferring drive to the Differential. In place of the Syncro’s & Forks there are Clutch Drums which are activated via computer controlled solenoids.
The Problems…
Clutch Plates…
The most common of them all is clutch material blocking internal filters causing shifting problems and loss of drive after short periods of travel. Automatic transmissions require hydraulic oil pressure to operate the pistons which apply the clutch packs to allow drive and gear changes. This oil is sucked up through a filter into the pump and diverted to the correct location to apply the driven gears which is all controlled by the TCM. When the filter blocks with material the pump cant create oil pressure which means your not going anywhere.
The Cause of Faulty Clutch Plates…
Honda transmissions need the correct transmission fluid and also need the fluid changed regularly. These transmissions have a very high internal free spinning speed which means good lubrication is needed. When clutches are not applied the frictions is allowed to spin with an oil slick between it and the steel plate. When the oil is old or not the recommended fluid it can cause the clutch plate material to fly off as it heats up in that pacific area. External oil coolers wont solve this problem as its a pin pointed heat area the overall oil temp stays the same its just the clutch plate that over heats and fails.
The Fix…
Once it starts you cant stop it as the filters are so small it doesn’t take much to start causing problems. To fix it you need to have the transmission removed and completely stripped down and rebuilt. Then make sure you service every 20,000kms or 12 Months which ever accrues first.
Servicing the Honda Transmissions…
These transmissions only have a drain plug and all main filters are internal and cant be removed without removing the transmission and splitting the main housings. This is why regular servicing is so important and will help prolong the transmissions life. It is also Critical that a Genuine or Recommended Transmission Fluid is used when servicing or Dry filling.
Recommended Fluids… (NOT Recommended for CVT’s )
Honda Automatic Transmission Fluid ATF-Z1 (Up to 2010)
Honda Automatic Transmission Fluid ATF-DW1 (Up to Current)
The following oils carry “Use when out of Warranty” Warnings. This could be related to Honda not recommending to service the transmission during the Warranty Period. So if a problem arises under warranty and an aftermarket oil has been used it could be blamed. (Our Opinion Only)
Valvoline Maxlife Automatic Transmission Fluid (Selected Models Use Valvoline Lube Guide Here )
Fuchs TITAN ATF 4400 Automatic Transmission Fluid (Meets the Performance Requirement of ATF-Z1)
Castrol Transmax E Automatic Transmission Fluid (Selected Models Use Castrol Lube Guide Here )
Castrol Transmax Multivehicle Automatic Transmission Fluid (Selected Models Use Castrol Lube Guide Here )
Penrite ATF FM5 Automatic Transmission Fluid (Meets the Performance Requirement of ATF-Z1)
Penrite ATF MHP Automatic Transmission Fluid (Meets the Performance Requirement of ATF-Z1)
External Filters or Screens…
External Solenoids…
Although the main filter is internal the External solenoids have filter screens which are either in a moulded reusable rubber seal or pressed into a steel pipe under the solenoid pack. These screens can be cleaned to help shifting problems however 50% of the time they wont make a difference.
External Removable Filters…
Most 5 speed Honda Automatic Transmissions have an extra external filter mounted in the Heat exchanger plumbing on top of the transmission. The complete heat exchanger unit needs to be removed to change this while transmission is still in the vehicle. The labour cost of changing it normally out costs the benefit of changing it but it can be removed and replaced.
ZF Friedrichshafen AG
Mechatronics Unit in ZF 6HP26 Transmission
The ZF 6 Speed transmissions run a Mechatronics Control Unit which is also know as a Transmission Control Module Mounted to a Main Control Valve Body Unit.
Yes you read it correctly the TCM is mounted inside the transmission submerged in ATF. This may sound crazy but it is very practical as it limits most of the common outside failures. With the TCM now directly connected to the valve body there is less chance of wiring, sensor, current and resistance issues as most of the needed Inputs and all of the outputs are located within millimetres of the TCM.
Inputs Located on the Valve Body
With these units being so compact and when removed everything is at your finger tips you would expect fixing problems would be easy? Well not really. The great thing with ZF is there is always a part number or parts list available which makes ordering simple. But now with this unit when you go anywhere near the Mechatronics Unit is just says “Only Available as Complete Unit” D’oh! This now means any faulty component cant be ordered and swapped out like other ZF transmissions.
Replacing Mechatronic Units
These units are very simple to swap out with a new unit but at what cost? Once you install a new unit you would expect its just a case of bolt in and drive away. Unfortunately its not that easy, when these units are purchased from ZF new they have a blank TCM with no programming. When the new unit is installed it needs to have the TCM Flash Uploaded with original software or updated software from the manufacture.
Flashing the TCM
Now in Australia we don’t have regular access to Flash Files like in some other countries. This means we are limited to how we go about preforming this task.
Second Hand Mechatronics
These are available from different suppliers either transmission wreckers or remanufactured from Transmission Specialists. The units will need to be model pacific to allow the programming of the TCM to match the vehicle as the last thing you need is communications issues between Modules.
Flashing Second Hand Units
This would be ideal however its unknown to us if it can be done. In theory if you had a Ford Mechatronics Unit and bolted it into a BMW Transmission and then re-flashed the unit with a BMW file. This would make the job and life a lot easier and cheaper. Please let us know if it can be done.
ZF Friedrichshafen AG
ZF6HP26 Automatic Transmission Fluid Level Procedures
The Oil Drain and filling procedure will vary between models so please use the flowing information as a guide only.
ZF-6HP26 Oil Drain Plug
Draining The Oil (Polyamide & Steel Oilpan)
To drain simply remove the drain plug on the underside of the sump towards the rear of the transmission. The plug requires a 12mm or 10mm allen key for removal and make sure you use caution as it is plastic (Polyamide) if incorrect key is used it will strip out.
Draining The Oil (Polyamide & Steel Oilpans with 2 Plugs)
To drain simply remove the drain plug on the underside of the sump towards the front or rear of the transmission. The plug requires either a 5mm or 6mm allen key for removal.
Filling The Oil (Sumps with only 1 Plug)
On the left hand side of the transmission housing looking from the back to the front there is a filler plug towards the front of the transmission. Remove this plug with an 8mm allen key then with then engine off pump the recommended fluid in until it starts to run out the hole, you may need to make sure the pump nozzle if raised so its not blocking the fluid from coming out.
Filling The Oil (Sumps with 2 Plugs)
On the bottom of the sump there is a filler plug towards the back of the transmission. Remove the plug with an 17mm allen key Then with the engine off pump the recommended fluid in until it starts to run out the hole, you may need to make sure the pump nozzle is pointing in the correct direction which will alloy the oil to enter the sump. If oil deflector is in the correct position the nozzle should face the back of the transmission. Have a good look up there with a touch to get an idea and make sure you don’t damage the plastic deflector.
Monitoring
If you have a Diagnostic Scanner available it is recommended to plug in and monitor the engine Revs and Transmission Oil Temperature. Recommended Revs 750 while in Park. Recommended Temperature 40°C at final check. If no Scanner is available do not run longer than 15 minutes during filling time. If temperature rises over 50°C allow the transmission to cool before final check.
Filling Continued…
Once the fluid starts to run out replace the filler plug loosely and then with selector in Park start the vehicle’s engine. When engine revs at idle or 750rpm (You may need to turn on Head Lights or Air Conditioning to raise RPM) remove the filler plug and continue filling until fluid starts to run out.
Once its running out for the second time you can replace the filler plug and with your foot hard on the brake pedal select Drive and Reverse at least 2 times make sure you allow the gears to engage. Now the transmission temp should be about 40°C and you can now remove the filler plug and preform the final oil level check. If you need to add more oil do so or allow and excess oil to drain if over full.
Oil Overflow
When full there should be a small stream of oil if it stops streaming at correct temperature add a bit more. If you remove the Pump Nozzle and its pouring out its over full allow it enough time to drain.
Conclusion
With the correct Temperature, Engine RPM and Oil Overflow Stream you can now replace the filler plug and tighten to the recommended torque setting.
Information List
General Motors 4L60, Th700, Th700R4 & Turbo 700
4L60/TH700 Line Pressure Port Location
Line Pressure For 4L60/TH700 Transmission
Line pressure is a key factor for all automatic transmissions the following information will help Diagnose oil pressure related issues.
Using a 0-100psi oil pressure gauge and the appropriate adapter connect into the port making sure not to over tighten and risk cracking the housing.
With the transmission fluid level correct and at normal operating temperature with T.V cable set correctly. The line pressure @ 1200rpm should be 70 to 80 psi in Park, Neutral, Overdrive and Drive.
Diagnoses Information
Setting the T.V. Cable on 4L60/TH700 Automatic Transmission
Setting Conditions
Setting Procedure
Test Drive Procedure
No Success?
Australian Vehicles fitted with 4L60/TH700 Transmission
ZF Friedrichshafen AG
6 Speed 6HP26 & 6HP26A Transmission
Released by ZF in 2000 the 6HP26 transmission was the first 6 speed automatic to be used in production passenger cars. Normally reserved for high end luxury and sports cars it was in 2005 when Ford Australia released the transmission into there Falcon and Territory range of vehicles. With manufactures now looking to add more speed to there transmissions Kia & Hyundai are now using this transmission in the Kia Mohave & Hyundai Genesis V8.
Transmission Codes
6HP26 – Rear Wheel Drive
6HP26A – All Wheel Drive
Common Problems
This is a very well designed & built transmission and reliability is very good, However there are many external issues which cause damage to the internals of these transmissions which can be avoided.
Know Problems With Fords
Both Ford Falcons & Territory’s suffer from water entering through the heat exchanger which is known as the dreaded “Transmission Milk Shake”. This will require a full rebuild as the water raises the boiling point and melts the adhesive holding the friction material to the clutch plates. It also lowers the Hydraulic Effiency causing clutch slippage which leades to burnt out clutch packs.
Known Problems With BMW
As these are known to be a sealed transmission it is highly recommended to have these serviced. BMW’s have had these since 2000 which means the transmission would have done may kms on the same oil. As oil does go off and add many years of wear and tear floating through the oil it all comes together to start causing issues with shifting etc. Getting in early with a service will help prolong the transmission so your not hit with a large rebuild cost.
Service Information
The 6HP26 requires a special oil from ZF there are some oil manufactures that claim there fluid will work however unless its documented that it will work its recommended to use ZF oil. Now vehicle manufactures claim that the transmission is a “fill for life” or “Sealed Gearbox” however with research we have done we have found that ZF claim the Lifeguard 6 fluid is rated to 62,000 miles. See below details
“ZF Lifeguard Fluid, a high-performance lubricant specially engineered by ZF, gives customers a perfectly matched product. The transmission fluid reduces material wear, vibrations and noise for smoother shifting, extended maintenance intervals (100,000 km/62,000 miles), and maximum fuel savings.”
Transmission Rebuilders recommend servicing these transmissions every 60,000kms or 36 Months which every accrues first. It is also recommended on models with a one piece plastic sump to be converted with the more common steel sump with removable filter. The conversion cost about $70AUD more but then you will be saving $70 every service after that as you only need a filter and gasket rather than a complete sump.
Recommended Oil
ZF-LifeGuard Fluid 6
1 Litre (Part No: S671 090 255)
20 Litre (Part No: S671 090 253)
205 Litre (Part No: S671 090 252)
Oil Capacity
Dry Fill Capacity – 9.4 Litres (Not including Cooling System)
Service Fill Capacity – 4.5 Litres (Give or take 1/2 Litre)
Cooling System Capacity 0.5 – 1.5 Litre (Depending on Setup)
Emergency Fluids (Known to work but use at own risk as most likely will void vehicle manufactures warranty)
Valvoline Dexron 6
Castrol Transmax (Full Synthetic)
Fluids which cause Damage
Penrite ATF SYN Automatic Transmission fluid was recommended for this transmission however in December 2010 Penrite released a statement to all customers stating that ATF SYN would no longer cover this transmission. Some workshops who continued to used the oil have reported the industry where it caused clutch squawk on shifting. (Download a PDF Version of Penrite’s Statement Here PENRITE ATF DEVELOPMENTS)
General Motors
5L40E Identification Chart
Like all GM Transmissions the trans code can be broken down to explain the details of the transmission.
The 5L60E is available in both Rear Wheel Drive and All Wheel Drive Configuration
Rear Wheel Drive Code: “M82″
All Wheel Drive Code: “MX5″
According to General Motors the 5L40E has an Engine Torque Rating of 250 ft·lbf or 340 N·m and 1814 kg GVWR
There is also a 5L50-E version designed for an Engine Torque Rating of 311 ft·lbf or 422 N·m and 2268 kg GVWR this was available in selected vehicles in the United States.
BMW X5 and Land Rover Discovery’s with the 5L40E transmission are known for failing due to over working the transmission. As they are classed as a sealed Transmission the oil often goes off like milk left in the sun and causes the internals to fail. Transmission Rebuilders recommend servicing these transmissions every 20,000kms or 12 Months which every accrues first.
Recommended Oil is Dexron 111 however there are better oils available now.
Valvoline Dexron 6
Valvoline Maxlife (Synthetic)
Castrol Transmax (Full Synthetic)