Internal vs. External Controller

HGM supports the RE5R05A only with an external / non-mechatronic controller.  It's easy to tell the difference between the two by the harness connections.   The externally controlled transmission has a harness that looks like this:

and the internal controller / mechatronic version has a single connector that looks like this on the side of the transmission.

Calibration Notes

Solenoid Pressure to Current Tables



1Line pressure

TCC pressure

3Front brake band
4Input clutch
5Direct clutch
6High/Low/Reverse Clutch
7Low Coast ClutchControls line pressure solenoid during low coast clutch application

Clutch Numbering and Pressure Switches




Pressure Switch Input
1Front Brake Band4-5SG8
2Input Clutch3-4SG12

Direct Clutch

(Both pistons)

4High/Low/Reverse Clutch2-3SG9
5Low Coast Clutch1st braking, 2nd brakingSG11
6Direct Clutch (small piston only)5-4SG10

Clutch Application and Release Chart

Motoring Shifts

These shifts are where the engine is providing positive torque through the transmission.  With the torque converter unlocked, engine RPM is above the TISS RPM.

Essentially the engine is supplying sufficient torque output to maintain vehicle momentum or more (acceleration)

Shift DescriptionModeApply ClutchRelease ClutchCurrentNext Gear
Motor Upshift 1 – 2Auto#3 – Direct (Both Pistons)#4 – HighLow ReverseF1F2
Motor Upshift 2 – 3Auto#4 – HighLow ReverseNone / SpragueF2I3
Motor Upshift 3 – 4Auto#2 – Input#1 – Front Brake BandI3I4
Motor Upshift 4 – 5Auto#1 – Front Brake Band#6 – Direct (Small Piston)I4I5
Motor Downshift 2 – 1Auto#4 – HighLow Reverse#3 – Direct (Both Pistons)F2F1
Motor Downshift 3 – 2AutoNone / Sprague#4 – HighLow ReverseF2F2
Motor Downshift 4 – 3Auto#1 – Front Brake Band#2 – InputI4I3
Motor Downshift 5 – 4Auto#6 – Direct (Small Piston)#1 – Front Brake BandI5I4

Braking Shifts

These shifts are where the is providing negative (braking) torque through the transmission.  With the torque converter unlocked, the engine RPM is below TISS RPM.

This will result in the engine providing resistance to slow the vehicle - hence "Braking" shift.

Shift DescriptionModeApply ClutchRelease ClutchCurrentNext Gear
Braking Upshift 1 – 2Sports#3 – Direct (Both Pistons)#4 – HighLow ReverseI1I2
Braking Upshift 2 – 3Sports#4 – HighLow Reverse#5 - Low CoastI2I3
Braking Upshift 3 – 4Sports#2 – Input#1 – Front Brake BandI3I4
Braking Upshift 4 – 5Sports#1 – Front Brake Band#6 – Direct (Small Piston)I4I5
Braking Downshift 2 – 1Sports#4 – HighLow Reverse#3 – Direct (Both Pistons)I2I1
Braking Downshift 3 – 2Sports#5 – Low Coast#4 – HighLow ReverseI3I2
Braking Downshift 4 – 3Sports#1 – Front Brake Band#2 – InputI4I3
Braking Downshift 5 – 4Sports#6 – Direct (Small Piston)#1 – Front Brake BandI5I4


Apply pressures for all shifts except 4-5, 5-4 are actually apply rates in kPa/sec or psi/sec.  4-5 and 5-4 shifts are absolute apply pressures and are overlapping shifts.

The large piston of the direct clutch is disabled in 4th and 5th gear, so only the small one is used.  The clutch area is the same, so prefill, stroke, and apply pressures must be higher by about 2.6X.

Current Gear and Next Gear columns are for internal software reference purposes only and do not provide the end user with any usable information.

Pressure Switch Monitoring

The clutch pressure switches are monitored and generate DTC's when the system debug level is not 0.  In a factory system, these switches are always monitored, but given that some custom valve bodies are built without them, it seemed logical to use them only during calibration when debug is turned on.