August 2005 Archives - Transmission Digest
Now, That’s Odd!

We had such a case just recently. We field many calls regarding the Hyundai and Mitsubishi F4A40/50 series transmission. Usual complaints on this unit are that it’s in failsafe or there’s a 2-3 shift flare. But on one particular day, we received three tech calls in a row with an out-of-the-ordinary problem. Two were regarding a 2001 Dodge Stratus with a 3.0-liter V-6 engine, the other a 2002 Chrysler Sebring with the same 3.0-liter V-6 engine.

Rich or Poor, It’s Nice to Have Money!

That title is a real attention grabber, isn’t it? I write it on the blackboard whenever I do a seminar to make the audience wonder what it’s all about. It’s actually a very simple concept: When you have money, this business is relatively easy; when you don’t, it’s awfully hard.

Mercedes 722.3 Quickie Stator Repair

What happens is this: You’re assembling the 722.3 transmission and find that spalling has occurred on the bearing surface at the rear of the support (see Figure 1). The pitted area, caused by the spalling, was missed during disassembly and cleanup, and now it’s your problem.

August 2005 Issue

Issue Summary:

Immediately after overhaul of a 4L80-E and a road test at highway speeds, the vehicle returns to the shop with a total failure of the overdrive planetary gearset.

Immediately after overhaul of a 4L80-E, the engine will stumble or stall completely when the driver places the shifter into overdrive or reverse.

Technicians may have difficulty locating replacement case cooler-line fittings or the small retaining clips for a 4L80-E.

A service kit containing the forward sun gear, #5 bearing and sun-gear shell is now available for the Ford 4R70W.

Related Parts

When a customer engages you to repair a transmission, transfer case or differential, you are immediately concerned with the present operation or failure of that component. In short order you and your customer create an agreement in principle between you regarding the cost of that repair and your responsibility during and after the process.

The GM 298mm Converter

You’ll hear some convincing arguments about how the selective (conical) plastic thrust spacer is used to adjust the stack height on the GM 298mm torque converter. You also will hear some convincing arguments about how this same selective thrust spacer is used to adjust the clutch-release clearance on the GM 298mm converter. The truth is that both statements are correct. The selective (conical) plastic thrust spacer may be used to adjust both the stack height and clutch-release clearance on this converter. What is important is to be aware that changing the adjustment of one also changes the other. As long as you know the proper parameters and parameter limits of both measurements, you can adjust both successfully.

Steptronic, Tiptronic, Geartronic – Ah, What’s the Difference?

I am always amused by the many different names we see that are used to describe basically the same device. For example, we have a pressure-control solenoid, or we could call it an EPC (electronic pressure-control) solenoid, a force motor or a linear solenoid. We have the same thing with what Chrysler has called an Autostick, which now is being referred to as a J Gate, Steptronic, Tiptronic or Geartronic – how Ironic (see Figure 1).