Our customer arrived at our door with a beautiful, black Mustang shaking and rattling at idle and running poorly on acceleration. My test drive revealed that the car ran smooth with no codes and no noises until it warmed. I also heard and felt a probable throw-out bearing issue, as the sound changed with clutch pedal pressure.
Most of us accept that we have to adapt to whatever is thrown at us and we make changes accordingly and often rather quickly. There are some, however, who will stick staunchly to the way they’ve been doing things for many years whether it’s right or wrong and no matter how costly it may become.
As quiet as the drive may be, this technology has turned into big headache for both the manufacturer and the vehicle owner. This system is known to have the potential for misfires, high oil consumption fouling the plugs, repeated failure of the motor mounts and damage to the torque converter. In fact, the 2015 ATSG seminar covered a scenario where VCM activation can be misinterpreted as a torque converter shutter.
It’s always unsettling when a transmission comes back after the customer has had it for only an hour; especially when it came back on a hook. Such was the case at a local transmission shop with a 42RE transmission.
As one of the powertrain aftermarket segment’s two nationwide specialty parts distributors Whatever It Takes (WIT) says their growth continues at a rapid, yet still controlled, rate. Opening distribution most recently in Austin and Salt Lake City, the employee-owned company’s founder, Kenny Hester, says that WIT’s growth continues, as does an evolution as it provides product lines reflecting the changing needs of its shop customers.
In This Issue
Chrysler solenoid electrical codes: The inductive spike
Ford 5R110W: Slips forward after initial engagement
Jeep Grand Cherokee: P03520 ignition fault
GM global diagnostic system: Module swapping
Most builders swapping hard parts have learned that mismatching drive components in a transverse unit will result in a host of negative consequences. The wrong ratio sprocket(s) or carrier can result in TCC and ratio codes, along with converter and unit clutch slippage. Unfortunately, optional ratios aren’t exclusive to the final drive; they can exist in the valve body as well.
At the shop, they were able to remove the stubborn cog in a few minutes and the service guy walked me to the register. “That will be $17.64,” he said. Hmmm, I thought. It was a bit more than I expected, but certainly worth the time and effort I saved not fighting this with a vice, torch, and other Medieval devices. “Really?” I asked him, wanting to confirm that was the correct amount. The line item in the receipt read FREEWHEEL REMOVAL – and my project was a cog removal. He confirmed. I shook my head, paid and left.
A critical part of an accurate diagnosis by the technician relies on the initial interaction between the customer and a skilled service adviser. A good adviser knows how to get details about the problem from the customer, including valuable information that the customer might otherwise feel is insignificant or unimportant. Sometimes these details are the clues that lead us to the solution. Sometimes even the best adviser still can’t get all of the details from the customer, or at least up front.
Approximately 10 years after Ford and General Motors joined together to develop a six-speed front-wheel-drive transmission, they have done it again, developing a 10-speed rear-wheel-drive transmission.