The A 32RH was already a heavy-duty, wide-ratio version of the transmissions that came before it such as the A 30RH. The A 31RH was introduced prior to the A and featured a wider aspect ratio, providing the transmission with more power.
Because the previous versions had gotten positive reviews, Chrysler moved forward with the A, which eventually evolved from the 40RE into the 42RE and, later, 44RE. That also provided it with exceptional durability, longevity, and power. Furthermore, the housing of the transmission was altered slightly to ensure it would fit multiple vehicles. This transmission also featured an overdrive gear, providing additional power without increasing friction. This further extended the lifespan of this 42RE transmission.
In the following few years, the 42RE transmission was expanded to include other makes and models as well including the Aston Martin Virage before it was phased out in Throughout the years this transmission was in use, numerous variations were created, altering certain aspects slightly to fit with the specific powertrain of the vehicle. As a result, the 42RE transmission became one of the most ubiquitous transmissions produced by Chrysler and TorqueFlite.
The 42RE transmission received an upgrade to the 44RE. The 44RE was slightly more stable than the 42Re and allowed the driver to access more power. Ultimately, the overall A series was the last in a series of rear-wheel drive transmissions from TorqueFlite. Even though Chrysler TorqueFlite transmissions are still in use today, they have undergone several upgrades since.
Therefore, lots of people are interested in remanufactured 42RE transmissions, which is where we can help you! Find your Transmission. Best Price Guarantee We will match or beat any competitor's pricing. Add to cart. Email Address: Password: Remember Me. Create an account Forgot Password? Our Part : C. Manufacturer: Oem Supplier.
Mfg Part : AB. Email this page to a friend. Will Only Fit Up Models. The Tcc Solenoid Function is to engage the torque converter lock-up which improves fuel mileage. The TCM outputs are the shift solenoid, the governor pressure solenoid and the torque converter clutch solenoid. Here's how this system operates: As the output shaft begins to move, a 2-wire AC generator transmission output speed sensor begins to signal the TCM of the rpm.
As the shaft speed increases, the TCM controls the governor pressure solenoid accordingly by a pulse-width modulated signal. Feedback to the TCM is provided by a governor pressure sensor to verify that the pressure actually changes. The pressure sensor is a 5-volt reference sensor. When the wheels are not rotating, voltage around 0. As the wheels begin to speed up, the voltage should increase proportionately.
If the voltage does increase, then the pressure is increasing as it should - this should be verified with a pressure gauge. This variance of pressure acts upon the shift valves in the valve body along with the throttle pressure to provide the shifts. As speed warrants, the TCM will apply the overdrive solenoid, which is the only shift solenoid used on this system.
When the temperature sensor reports 30 degrees F or colder, there will be no overdrive, and below 50 degrees F, there will be no torque converter clutch.
If the transmission fluid temperature sensor reports an overheating condition over degrees F and the transmission is currently in overdrive, the TCM will downshift to third gear. However, the torque converter clutch may still be operational. This system has self-diagnostics. Fault codes can be read with a scan tool or by cycling the ignition key three times, then counting the flashes of the LED in the OD off switch. The diagnostic connector is located inside the vehicle to the left of the center console.
The default mode of the TCM is third gear. Manual shifting of reverse and second gear is possible when in default mode. Default mode happens after a fault code is set. This person should be taken as seriously as a heart attack while piloting a zeppelin over a bacon factory, which is the most serious of heart attacks, because if that zeppelin crashes into that bacon factory all of us will be without bacon and that simply will not do.
Originally Posted by Krash This torque converter does actually consists of transmission fluid, which helps the engine to move forward. For the torque converter to activate, there is a torque converter solenoid controlling it. If the circuit to this solenoid fails, the p code may be stored. The most common problem you will notice when the P appears is a check engine light or gearbox light on your dashboard. You will most often not have any shifting or drivability problems, but it can be noticeable in some cases.
The P error code is triggered when there is a problem in the circuit to the Torque converter clutch TCC solenoid. Medium — In some cases, it happens that you will not notice any problems at all with the trouble code stored. Unfortunately, this trouble code may cause shifting or driveability problems that can cause you to be stranded on the road. By not repairing the P code, you may also cause other transmission problems in the long run. The most common mistake of the P is to think there is a problem with the torque converter itself and maybe replace it.
The p code clearly states a problem with the electrical circuit to the torque converter clutch solenoid and not a problem with the torque converter itself. Diagnosing the P is often pretty straightforward. You need to find some measure values for your specific car and transmission model, though.
You will find these in a repair manual for your car. Here are some examples of common repairs related to the P code. The prices include parts and labor. It does not include diagnosis costs. To fix the P code, you need to diagnose a faulty converter clutch solenoid or a wiring issue causing the problem.
To do so, you can follow our diagnosis guide in this article. A faulty converter clutch solenoid most often causes the P code, but in some cases, it can also be caused by bad wirings to it and even a bad transmission control module.
The p code means that there is a problem in the circuit between the transmission control module and the torque converter clutch solenoid. A faulty solenoid or bad wirings can cause this.
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