Clever Engineering
Starting with the 42RLE in 2005, followed by the 41TE in 2007, the engineers cleverly redesigned the valve body to accommodate a variable line-pressure-control solenoid and transducer. Figures 1 and 2 shows how these additional components are situated on the valve body with the 41TE transmission. This also required an additional pass-through case connector, resulting in changes to the case as well.
62TE Observations
In this article I thought I would share with you several of these observations that I covered in this Showpower presentation on the 62TE.
A Disappointing Reality
One recent week, Luis was having a problem with an 01M in a 2002 VW Jetta (see Figure 1). It had a slight bind-up on the 3-4 shift. It didn’t make a harsh shift; it was more like a dragging shift that lasted for about 1 second and then suddenly released when it finally went to fourth. Typically, what we see on the tech lines is more of a 3-4 shift flare rather than a dragging shift. This flared-shift complaint is usually due to either an incorrectly assembled K1 or B2 clutch pack or a leak in the K1 pre-fill pressure circuit causing the clutch to release too soon. However, a dragging shift also could be due to an incorrectly assembled K1 or B2 clutch, or a valve-body problem.
Out of Sight, Out of Mind; What a Waste of Time
In the world of transmission diagnostics, from time to time there is a scenario in which the diagnostics performed ends up being a waste of time. In some situations it can be partially attributed to the “out of sight, out of mind” syndrome, as is the case with a 4L30-E transmission in Isuzu Trooper and Rodeo vehicles. The problem occurs mostly after the transmission has been re-installed.
Falling Through the Cracks
And that is exactly what happens with a ZF 5HP24 transmission in an Audi, Jaguar or BMW. This problem will produce code P0731 (or P1722 with Jaguars) and it means a gear-ratio error in first. And it also may be accompanied by a complaint neutralizing at a stop when hot. The technicians on Transmission Rebuilders Network Worldwide (TRNW) are all too familiar with this problem. Yet, technicians around the country frequently allow this problem to fall through the cracks, which is why I thought of writing an article about it.
VIN: ‘Very Important Number’
The acronym VIN is known to mean “vehicle identification number” but it also should be known as a “very important number.” Here is a good example of why that’s so.
Re-flash – Read All About It
I find any articles or training related to the topic of re-flashing or reprogramming computers to be of great interest and a great help to me and to all transmission technicians because it has become a very prominent repair procedure. In fact, looking through the past 10 years of OE bulletins, I find that the ratio of actual repairs versus computer reprogramming has changed dramatically, totally favoring computer reprogramming.
Double Trouble
Electronic failure can be very similar to a mechanical failure in that when one thing goes wrong, it can cause another part to fail. If you are not careful, you could make a repair that doesn’t fix the original cause of the failure, leading to a repeat failure after repairs.
Volkswagen’s Direct-Shift Gearbox Part 5
The DSG valve body is definitely one of the simplest we have seen in transmissions (see figures 1 through 5). It contains only five valve line-ups, two checkballs, three damper assemblies, two pressure senders (pressure sensors/transducers) and 13 filters (see figures 2, 3 and 5).
Shift By Wire
This article presents a situation that ATSG technical adviser Gerald Campbell handled regarding a ZF 6HP26 in a BMW with Reno Partipilo, Sal Scardina and Joe Russo from Continental Transmission in Bridgeview, Ill. But before we can cover it, we first need to present a bit of information that will help to make sense of the problem and what it was that corrected it.
Volkswagen’s Direct-Shift Gear Box Part 4
Picking up where we left off last month, the remaining three solenoids to cover are two pressure-control solenoids – N215, which operates the K1 clutch, and N216, which operates the K2 clutch – and the N92 multiplexer solenoid (see Figure 1).
The Big Idea
In the transmission business, I too get to meet men and women who from time to time come up with a great idea and develop it into a salable product. I do not have a TV show, but at least I can present to you in this article three fellow technicians who saw a need and brought a solution into reality.
