Tough economic times bring with them differing circumstances for different industries. For those of us in the independent automotive-service field, we may be seeing more and more repairs being attempted by less- and less-qualified technicians. It seems like there is an endless supply of advice to help automotive-service “newbies” figure out their car’s technical woes, thereby saving them the time and trouble of taking a car to a “professional.”
One of the things often neglected is lubrication of the transmission, transfer case and differential. As with the automatic transmissions there are now dozens of specified lubricants that a professional shop must have available. What used to work no longer does, and putting the wrong lube into a late-model unit will result in spoiling a good rebuild. You must use the correct fluid for the unit you are working on. It sounds logical, but if you understand why, it will go a long way toward preventing shift complaints and outright failure under warranty due to incorrect lube fill.
A 1999 Mercury Sable with a 3.0-liter engine and AX4N transmission has codes P0708 and P1702 stored and has shift-scheduling problems.
VW and Audi vehicles equipped with the 01M, 01N or 01P transaxles may exhibit a flare on the 3-4 upshift or a quick spin-up during the shift.
In the Import section of ATSG’s “Shifting Great in 2008” training seminar, one subject that was handled in the Toyota U341E/F segment of the seminar was the elusive code P0770. What makes this code so elusive is that it points to a fault for shift solenoid E. The technician tries to determine which is shift solenoid E and cannot. Nor can the technician determine whether the code indicates an electrical problem or a mechanical one.
So you’ve got it figured out. The cause of that TF-60SN converter issue you’ve been fighting has finally been narrowed down to wear in the lockup-clutch control bore. Well, before you reach for that pot of gold at the end of the rainbow, here are a couple of things you should know.
Our carry-out customer was working with a 1999 Chevrolet Suburban 4WD equipped with a 4L60-E transmission. Their technician was able to re-create a slip/flare condition on the 2-3 shift. The fluid was full but a little burnt. A quick hookup of the scan tool revealed no codes existing in the system. Pressure gauges were attached for testing and indicated around 75 psi at idle, and 125 psi at the half throttle position.
Attendees at the 2009 Torque Converter Rebuilders Association (TCRA) seminar in Tennessee were introduced to a couple of interesting methods of checking torque-converter covers for cracks.
With the large number of 722.6 transmissions being used in both Mercedes vehicles and in Dodge and Jeep vehicles, where it is called the NAG 1, it is virtually certain that this transmission will end up in your shop for repairs. It may be that your shop refuses to work on Mercedes but Dodge and Jeep vehicles are all too welcome. And so it is in this way that if you have not worked on this transmission yet, you will. And it is not a bad unit to work on.
Many of our younger technicians are the product of trade schools that are sponsored in part by automobile manufacturers. As such they are exposed to the concept of becoming line mechanics in dealerships after they graduate. Many are promised the opportunity to make a really good living, but for a significant number that never materializes.