Gen I Prius Crank No-Start Presents a Challenge
Crank no-start problems can be challenging when you’re dealing with a high-voltage (HV) battery. But specializing in hybrids has been one of the best decisions I’ve made. I have always enjoyed the challenge of working on “hard to find” drivability and electrical problems.
Old Guy, Old Problem; Young Guy, Old Problem
Thus is the case with the 2000 Crown Vic that showed up at one of our installers. With the car having 190,000 hard miles and needing an exchange unit installed, the Young Guy (technician) quickly pulled the unit and dropped in a fresh 4R70W reman. It all went smoothly until the test drive.
AW55-50SN Initial Engagements
I will try to explain one of the most-common questions being asked, concerning Drive and Reverse engagement problems. Some of this information has been covered at the ATSG seminars, so I will be using some amperage and pressure readings taken from a 2005 Nissan Altima as a visual aid so we can see how this transmission accomplishes smooth, almost-unfelt initial engagements, or garage feel as it is known to some.
On Building Better Customer Relationships
Not very many years ago the business world seemed to be in full swing. Anyone who wanted to put forth even a minimal effort was making money at one thing or another. Jobs were plentiful – to the point, in fact, where many could not be filled. Compared with now it was relatively easy for us to sell our services and repairs, because the motoring public had readily available funds or the credit they needed to secure them.
Adjusting Clutch-Control Valves on the Aisin FWD 6-Speeds
Have you ever installed a TF80, TF81 or TF60 after overhaul and it has had harsh shifts or engagements, or maybe there has been a flare/bump upshift or harsh coast-down clunks? Most times, clearing the shift adapts and driving the vehicle to relearn the shifts will correct these annoying problems. After a good, long test drive to relearn the shift adapts, sometimes a shifting or engagement problem remains. Assuming that there is not excessive wear in the valve body and the linear solenoids are good, the clutch-control valves on the valve body can be adjusted to correct these problems.
April 2012 Issue
In This Issue
Ford CFT30 CVT: TCC performance and/or turbine-sensor codes
Ghost codes caused by fretting corrosion
New fluid-draining tool helps avoid messes
45RFE/545RFE/68RFE: delayed engagements
Chrysler/Dodge: Intermittent loss of signal from crankshaft-position sensor
Honda: Incorrect installation of front wheel bearings
2011-Up Ford Mustang’s Getrag MT82 6-Speed Manual Transmission
Most of the manual-transmission business in the light-duty market is concentrated in the sports or muscle-car vehicles. Ford Motor Co. has had a highly successful run with the Mustang.
For many years Tremec, a world-class transmission manufacturer based in Mexico, supplied the transmission products for the Mustang. We have seen the T5, T45 and TR3650 five-speeds and the TR6060 six-speed. These are all quality transmissions that are still finding their way into our shops today.
Troubleshooting Lockup Issues
The first thing that you need to know is the type of lockup system you are working with. The lockup configuration will be either a conventional system with single or multiple clutches or a clutch-pack system such as those found in the 722.6 Mercedes and Jatco RE5R05A converters. The 722.6 Mercedes converter was covered in the May and June 2010 issues of Transmission Digest, and the Jatco RE5R05A was covered in the October 2011 issue. This article will focus on the conventional clutch setup.
722.9 Pump Failure
A common and well-known failure with the 722.9 transmission is the way the pump bushing seizes to the converter neck (Figure 1).
