CFT30 Variator Repair
Today’s CVTs are a fact of life because of the number of them on the street. In addition, the flavors (variety) of CVTs have also increased.
One of the more popular CVTs being rebuilt today is in a now-defunct vehicle, Saturn, whereas other CVTs are used by Nissan in vehicles like the Murano. The Nissan CVTs are produced by Jatco, which is the dominant CVT manufacturer in the marketplace today. Jatco has recently released a variation of a CVT that actually has an auxiliary gearbox, making it a partial step-type trans. It almost seems like a “step” backward from a pure CVT.
Seven Business Facts You Need to Know
There are, fortunately, seven facts that you can learn and use continually. These facts could help you avoid the mistakes that trip up so many others and go on to achieve your ultimate success.
Installation of Dual-Mass Flywheel
Today’s vehicles are becoming more and more complex to service, and following proper procedures is very important when making repairs to them. This is especially true when you’re replacing Infiniti and Nissan dual-mass flywheels.
April 2013 Issue
In This Issue
6R60/6R80: changes related to addition of one-way-clutch
A4AF3: avoiding catastrophic bearing failure
4R70/75: design changes to address planet failures
RE0F10A: harness connection problems
6 Steps to Getting Your Big BUT Back in Line
Most people allow their environment to direct their actions. If you work for a boss who is not interested in your new ideas, you stop creating new ideas. If your coworker avoids teamwork, you retreat to your cubicle. If your spouse fails to uphold his/her end of the bargain, you stop trying.
Are We Listening?
I heard a report recently on NPR (National Public Radio) that said, “Doctors are not good listeners; that is why a lot of unnecessary tests are done.”
When I heard that I said to myself, “That is true in our field too.” If we don’t listen well to the patient we may misdiagnose. Let me tell you about something that happened to me just recently that emphasizes this point. We had a customer sent to us by a local general-repair shop. He was a student here for the winter break visiting his family and was about to leave when he started to have transmission problems on his 1998 Mercedes M320.
Magna Powertrain Transfer Cases, Part 3
In this third part of the series on Magna Powertrain transfer cases found in late-model GM trucks, we look at MP3023/3024 (RPO code NQH). These units are known as ATC, or automatic transfer cases, which are computer activated and have five modes: Auto 4WD, 4HI, 4LO, 2HI and Neutral.
Don’t Overlook the Flex Plate
In the early 2000s, I was working as a transmission technician for a Dodge dealership in Omaha. I had been working there around five years. A customer brought in a 1998 Dodge Caravan equipped with a 3.0-liter V-6 and a 41TE (604) transmission. The customer complained that the vehicle had no power. He thought it was a transmission issue, so the Caravan was routed to me for diagnosis.
March 2013 Issue
In This Issue
Nissan/Infiniti RE5R05A: Gear-ratio-error codes and/or TCM-incompatibility codes
Nissan/Infiniti RE5R05A: Compatibility of turbine shaft, pump stator and torque converter
The 4R100 with a Mysterious No 3-4 Shift
A friend of mine who owns a local transmission shop called me recently to see whether I could help with a difficult problem he was having with a transmission. He had taken in a Ford truck with a 4R100 transmission that had no fourth gear. The fluid was badly burnt and there was a lot of clutch material in the pan.
Serviceability Report: Audi A6
Serviceability Report: Audi A6
Tech to Tech
Subject: Serviceability report
Vehicle Application: 2012 Audi A6 Quattro 3.0-liter
Essential Reading: Diagnostician, R & R
Author: Craig Van Batenburg
Do the German-model engineers care about their technicians?
Salvaging Late-Model 4L80-E Stators
As if having another wave of cracking pistons was not bad enough, the problems with the second-generation stators were even worse. The first issue rebuilders noticed was excessive wear in the stator housing where the roller-clutch inner race contacts the housing. On some converters, the inner race would wear its way out through the stator housing and into the impeller hub. This was especially problematic because – unlike in the first generation – the impeller side of the stator was not a removable stator cap.
