Shifting questions

[GTSBoy]

It's OK. When it dies, you just put a manual in.

[Dose Pipe Sutututu]

Let me hear it, Samsonas 

[DRoc81]

3 hours ago, GTSBoy said:

It's OK. When it dies, you just put a manual in.

That'll be most likely down the road...  LOL

 

[DRoc81]

5 hours ago, dbm7 said:

...just a note of warning, you shouldn't drive it about with the TCU in limp mode with only 3rd gear available ~ apart from the fact you end up sheering the ATF at the torque converter interface, the high clutch in these isn't especially the strongest, particularly bolted to the RB25DE mill...which is likely a 4AX01 box with lighter duty high clutch (the RB25DET got the bigger high clutch)...be careful out there...

Kinda something I have been thinking about.  To be honest, we bought it already driving like that.  So there's no telling how long it actually has been driving like this.  Hopefully damage is too bad when we drop the pan.  

I am having a hard time finding a site that sells the solenoid for the 5 speed auto, do you have any suggestions?

[joshuaho96]

7 hours ago, DRoc81 said:

Kinda something I have been thinking about.  To be honest, we bought it already driving like that.  So there's no telling how long it actually has been driving like this.  Hopefully damage is too bad when we drop the pan.  

I am having a hard time finding a site that sells the solenoid for the 5 speed auto, do you have any suggestions?

RE5R01A is the transmission. Didn't realize they had a 5 speed for the NA cars but for some reason the turbo engines stuck to 4 speeds. Looks like the solenoid block is still available from Nissan directly at a somewhat reasonable price: 31940-60X01 https://www.amayama.com/en/genuine-catalogs/epc/nissan-japan/skyline/er33/6568-rb25de/trans/317

I would move sooner on this than later. The moment the de minimis exception for Japan goes away expect to be paying 25% tariffs even for stuff like this.

[dbm7]

4 hours ago, joshuaho96 said:

RE5R01A is the transmission. Didn't realize they had a 5 speed for the NA cars but for some reason the turbo engines stuck to 4 speeds. Looks like the solenoid block is still available from Nissan directly at a somewhat reasonable price: 31940-60X01 https://www.amayama.com/en/genuine-catalogs/epc/nissan-japan/skyline/er33/6568-rb25de/trans/317

I would move sooner on this than later. The moment the de minimis exception for Japan goes away expect to be paying 25% tariffs even for stuff like this.

Ahh... it's an early RE5R01A box, that means the pinouts I gave are wrong (they were for the RE4R01A 4-speed box)... I'll have to dig around in my docs to see if I've got that schematic (they used the same gearbox plug, with the vacant pin wired to the direct drive clutch solenoid)...prolly hidden away in a supplement somewhere...

...there were 3 variants of the RE5R01A ~ this early schema was what we called the 'dumb' 5 speed ; it's what jatco called a 'medium duty' box, with torque holding up roughly ~200ft/lbs or so, which was good for NA from RB20/25DE and up to around VG30 output spec. With the RB25DET (and VG33/35 mills), the only options they had was the 4-speed 4AX00 box, which had been beefed up to handle the extra torque (primarily for the VG35, but it also suited the RB25DET mill and others)...and the RE4R03 box in large 4WDs a lot of the time...

...the next variant of 5-speed was redesigned, stronger, and 'smart'...first ones had external TCU with internal (on valvebody) Shift Control Unit, pressure switches, and 2 x TSS...and the last ones had internal TCU+SCU setup, with CANbus control etc etc.

@DRoc81 On the RHS of the box towards the rear, there should be a stamped silver ID tag -- what's the model number?

Oh...and with the early 5-speeds, the torque converter control solenoid assembly should be replaced as well (31940-60X00)...it's a bit Murphy's Law ....if one has failed, bet on the rest not being far behind ...

[GTSBoy]

17 hours ago, Dose Pipe Sutututu said:

Let me hear it, Samsonas 

I might have to say it.

[Predator1]

18 hours ago, Dose Pipe Sutututu said:

Let me hear it, Samsonas 

Better then PooPooG... or is it PeePeeG? 

Edited Thursday at 06:16 AM by Predator1

[MBS206]

1 hour ago, GTSBoy said:

I might have to say it.

Sell it and buy something newer? 😛

[DRoc81]

6 hours ago, dbm7 said:

Ahh... it's an early RE5R01A box, that means the pinouts I gave are wrong (they were for the RE4R01A 4-speed box)... I'll have to dig around in my docs to see if I've got that schematic (they used the same gearbox plug, with the vacant pin wired to the direct drive clutch solenoid)...prolly hidden away in a supplement somewhere...

...there were 3 variants of the RE5R01A ~ this early schema was what we called the 'dumb' 5 speed ; it's what jatco called a 'medium duty' box, with torque holding up roughly ~200ft/lbs or so, which was good for NA from RB20/25DE and up to around VG30 output spec. With the RB25DET (and VG33/35 mills), the only options they had was the 4-speed 4AX00 box, which had been beefed up to handle the extra torque (primarily for the VG35, but it also suited the RB25DET mill and others)...and the RE4R03 box in large 4WDs a lot of the time...

...the next variant of 5-speed was redesigned, stronger, and 'smart'...first ones had external TCU with internal (on valvebody) Shift Control Unit, pressure switches, and 2 x TSS...and the last ones had internal TCU+SCU setup, with CANbus control etc etc.

@DRoc81 On the RHS of the box towards the rear, there should be a stamped silver ID tag -- what's the model number?

Oh...and with the early 5-speeds, the torque converter control solenoid assembly should be replaced as well (31940-60X00)...it's a bit Murphy's Law ....if one has failed, bet on the rest not being far behind ...

Interesting.  Great info. thank you.  Give a few days to get that name plate.  I have a busy life most weeks.  I will be in touch.

[DRoc81]

5 hours ago, MBS206 said:

Sell it and buy something newer? 😛

I mean, I am always taking donations for a newer model!!  If you'd like to sponsor me. I would gladly get something else!! LOL

[DRoc81]

7 hours ago, dbm7 said:

Ahh... it's an early RE5R01A box, that means the pinouts I gave are wrong (they were for the RE4R01A 4-speed box)... I'll have to dig around in my docs to see if I've got that schematic (they used the same gearbox plug, with the vacant pin wired to the direct drive clutch solenoid)...prolly hidden away in a supplement somewhere...

...there were 3 variants of the RE5R01A ~ this early schema was what we called the 'dumb' 5 speed ; it's what jatco called a 'medium duty' box, with torque holding up roughly ~200ft/lbs or so, which was good for NA from RB20/25DE and up to around VG30 output spec. With the RB25DET (and VG33/35 mills), the only options they had was the 4-speed 4AX00 box, which had been beefed up to handle the extra torque (primarily for the VG35, but it also suited the RB25DET mill and others)...and the RE4R03 box in large 4WDs a lot of the time...

...the next variant of 5-speed was redesigned, stronger, and 'smart'...first ones had external TCU with internal (on valvebody) Shift Control Unit, pressure switches, and 2 x TSS...and the last ones had internal TCU+SCU setup, with CANbus control etc etc.

@DRoc81 On the RHS of the box towards the rear, there should be a stamped silver ID tag -- what's the model number?

Oh...and with the early 5-speeds, the torque converter control solenoid assembly should be replaced as well (31940-60X00)...it's a bit Murphy's Law ....if one has failed, bet on the rest not being far behind ...

 

33 minutes ago, DRoc81 said:

Interesting.  Great info. thank you.  Give a few days to get that name plate.  I have a busy life most weeks.  I will be in touch.

My plan is to replace both Shift Solenoids A and B, and good idea on the Torque Convertor Solenoid as well.  

[dbm7]

Those 2 solenoids in that assembly I mention, are the PWM solenoids for torque converter lock-up clutch & EPC (line pressure control) ~ when most folks hear of 'solenoid failure', the tendency is to think electrical failure...but fact of the matter is, especially wrt the EPC solenoid (which is moving/running all the time), you can have an electrically 'good' solenoid, that's absolutely broken/worn out mechanically inside...ie; valve plunger return spring rubbing against spring retainer plate, lowering preload pressure..

...and the solenoid armature extension limit spring wafer with bad wear/broken off petals...

...and if there's ever been any metal flying about, damage to the valve plunger end itself...

...the stuff one never really sees, unless you go the whole 10yards trying to answer the question "why is my line pressure screwy, but TCU isn't flagging any EPC solenoid fault?"...and carefully dissect the solenoid. Worst (and most probable) scenario is when the plate spring petals break off, they get held by the magnetic flux, get mashed up by the armature into little bits, which end up in the space between the armature & shading core bore, and things get stuck or randomly jam up, and your line pressure goes flat and doesn't change...and the TCU never sees it, as it doesn't actively monitor LP...

..then it gets into insidious land, if you end up with lower than expected line pressure...lets say high clutch..and the lower pressure causes it to slip ~ when I say 'slip', think say 2000rpm on the drive plates, and 1800rpm on the driven plates, because the slip is making them under-rotate by 200rpm ; you get all the usual nasties like heat and band/clutch wear, but even if it's only 20rpm slip the same thing happens...and... you'll hardly ever pick this up driving the thing with the torque converter active as it effectively masks these sorts of slippages that are line pressure related ...(the newer TCUs can detect clutch slip rate)...just  FYI as it were...