False Pretenses
A 2002 Ford Explorer with a 5R55W transmission came into a shop with a complaint of no 2nd or 5th gear. Gear-ratio-error codes P0732 and P0735 were stored, but so was code P0775, indicating a problem with pressure-control solenoid B.
We all know what gear-ratio-error codes are all about by now, but that P0775 code – that’s a humdinger.
There She Blows!
Lately on the phone lines, we’ve had a rash of calls concerning transmission fluid spewing out the filler tube on trucks equipped with the JR403E Electromatic transmission once the transmission reaches operating temperature.
‘Sleight of Hand’
Another problem area also can be the throttle-pedal cable. This cable is so long that it eventually stretches (see Figure 1). When you step on the throttle, the TPS responds by lowering the voltage (yes, lower voltage; the TPS ranges from 4.5 to 0.5 volts), at which time the injector-pump lever has not been moved.
I See It, But I Don’t See It!
Incorrectly installed 4T65-E internal mode switch causes shift problems
I got a call from a technician who was working on a 4T65-E. It seems that after the freshly rebuilt transmission was re-installed, the car would not start in park or neutral and the transmission would make a wrong-gear start and shift only once. I came to find out that this was not an original problem, which means it was created during the repair process.
When Is a Stick Not a Stick?
Which brings us to the meat of this article, which is BorgWarner’s DualTronic™ six-speed transmission, otherwise known as a DSG (direct shifting gearbox) or AMT (automated manual transmission), which was adopted by Volkswagen and Audi when the VW Golf R32 and the Audi TT 3.2 made their debuts.
Something Is Missing!
Remember, earlier in the article I mentioned that this was a fleet vehicle. You know what happens with fleet vehicles; they borrow good working components from one vehicle and put it in the vehicle that’s not working. Now, maybe the fleet mechanic had every intention of replacing the borrowed part, but it never happened. It was forgotten, and the fleet mechanic on a different shift ran into the transmission stuck in 4th gear and sent it to this transmission shop.
Back to the 40s and 50s
The F4A42 hit the streets in 1997 in the Mitsubishi Mirage. Since then it has grown into a F4A51 and has found its way into larger Mitsubishi models as well as Hyundai vehicles. This month we’re going to explore some valve-body-related issues, look at valves that can be installed incorrectly and provide some explanations about valve function.
‘THEM’
The title of this article envisions scenes from that 1950s “B” sci-fi movie by the same name – only, in this instance, “THEM” refers to the original-equipment manufacturers. This month I have a few tidbits relating to problems you may have to deal with that were created by the vehicle manufacturers.
Montero Madness
There have been an increasing number of calls lately concerning manual code retrieval on Mitsubishi Montero models equipped with the R4A/V4A51 transmission.
The nature of the problem seems to involve the blowing of a fuse in the underhood fuse box when pin 1 of the OBD-II diagnostic connector is grounded.
I Hate Noises
By this time, I guess you’ve figured out that this article has to do with noise. I’m sure many of you reading this have your own noise-related horror stories. Noises are difficult to diagnose when you’re standing right there; on the phone, they’re next to impossible. (Have I mentioned that I hate noises?)
Plumber’s Helper
This month’s problem/fix comes to us from overseas and concerns the ZF 5-HP-24 transmission. Although this problem has occurred primarily in Jaguars in this shop, it also could occur in other makes using this transmission.
Here is how the symptoms were described to me: The car comes in with a complaint of harsh upshifts and downshifts, no codes are stored, and the transmission is not in limp mode.
Figuring Out the Fuso
We have had some confusion on the ATSG help lines in reference to 1999 and later Mitsubishi Fuso tilt-cab medium-duty trucks equipped with the Aisin Seiki.
The first problem is, how do I get codes out of these trucks? Since aftermarket scan tools do not communicate with these trucks, data is not available and code retrieval must be done via the flash-code method. That means that a certain procedure must be performed, after which a light somewhere on the dash will flash a code pattern. The illustration in Figure 1 shows the locations of the diagnosis switch and the memory-clear switch, both of which are single-pin connectors.
