Business, as life itself, always seems to come down to the choices we make. I’ve found that we are usually presented with two options at a time, rarely more. It’s a matter of picking the best road to go down in almost any instance.
In last month’s article we identified and explored the basics of the Magna Powertrain transfer cases found in late-model GM trucks. In this article we take an in-depth look at one of the three series of models available: the MP 1222, 1225 and 1226 models, using RPO (regular production option) code NQG.
Understanding the significance of the RPO codes on GM vehicles will make parts ordering simpler. Figure 1 shows the variations and descriptions of the NQG series of transfer cases. As these units are used in K1, K2 and K3 models of trucks, there are differences in input and output splines, chain size and number of pinions on the planets. These variations provide the torque capacity necessary to cover the different engine/transmission combinations for light-duty, heavy-duty and super-heavy-duty applications.
The last impression your customer has of you is as important as, if not more important than, the first impression. Many times we get busy and take short cuts we know we shouldn’t. Car delivery is an easy one to neglect. You talk with any sales manager and he will tell you that the last step of any sale is the reassurance step. In this step, you reassure the customer that he has made the right decision about buying from you and ask for referrals. Car delivery is the reassurance step in the sale of a transmission repair. Proper car-delivery procedure accomplishes several things, but reassurance is the most important.
In This Issue
Allison 1000/2000: Transmission fluid overheating or no engagements
Ford 5R110W: Solenoid failure
JR403E, 1988-98 Isuzu N-series trucks: Rear-lube failure
LCT1000/2000: Transmission overheats
Ford introduced the 6R60 transmission in 2005, when it was originally used for Explorers equipped with the 4.6L gas engine. In 2008 and 2009, the 6R60 transmission also was used in some 4.6L F-150 pickups. The 6R60 transmission comes with a multi-plate, captive-clutch converter with a unique design. One single-sided clutch disc rests against the cover. This clutch disc has 12 tangs that engage the turbine arranged in groups of three around the disc’s outer diameter. The clutch disc is sandwiched between the cover and a two-sided clutch disc that is attached to the cover in six positions close to its inner diameter.
Case in point is a 1992 Ford Bronco (Figure 1) with a 5.8-liter engine and E4OD transmission. The vehicle came to our shop with shifting issues. The owner said he was driving along and all of a sudden it shifted down and then slammed back into gear, and then a short time later it shifted down again but this time would not upshift. He thought it was stuck in low, although it did not act up on the way to our shop that morning. The owner had recently bought this vehicle with some known issues. There was a rear-ABS lamp on and the Check Engine lamp was not on.
How often do you get to say this as a technician: “I have never seen this before”?
Such a day occurred for me recently when my customer had his 1991 Saab 9000 towed to our shop with a no-start complaint. Little did I know what I was in for! Spoiler alert: Do not look at the last two pictures yet; try to figure this one out first.
I learned that there are opportunities at my fingertips to improve efficiencies, to increase sales and to provide better service. I learned that what I thought was happening on a minute-by-minute basis was actually pretty different from what is actually happening. Some things are worse, some are better, but most are different.
Just recently my uncle backed out of his driveway with his 2003 Ford Taurus wagon (AX4N transmission), put it in drive and had no movement. He then put it in reverse and still had no movement. So there he was stuck in front of his house, going nowhere fast! And I must say that if you are going to experience a sudden no-move condition with your vehicle, there is no better place than in the front of your home. The vehicle was then taken to the good folks at R&J Transmission Service in Waldwick, N.J., where they did a great job taking care of my Uncle’s problem.
Temperature rising could be a title for an article related to “global warming,” but this article is not about melting snow caps. This is about a temperature meltdown that can happen to a shop owner and/or technician dealing with a transmission problem that will not go away – specifically with a 01M in a 2001-03 VW Jetta or a 01P in a Eurovan.
Installing the JF506E valve body can be a challenge with the unit on the bench. Trying to install the valve body with the unit in the car is difficult not only because you cannot see the manual valve where it fits into the linkage but also because any sideways movement can damage the gasket.
There are two different manual valves, one for Mazda only and a shorter manual valve for Jaguar, Land Rover and Volkswagen. The valves are the same except the end is longer after the last land on the Mazda valve (Figure 1).