How does the 2009 Acura RL compare with the 2003 Acura RL in terms of serviceability?
It has been six years ago this month since I was asked to speak for you in AutoInc. The purpose of my quarterly article is to have a dialogue in terms of a technician’s point of view when it comes to the design of cars and trucks.
After overhaul, a BMW or 2000 or later Isuzu with the 4L30-E has no reverse and binds in second gear.
A ZF 6HP26 appears to be leaking from the area of the pan gasket.
After overhaul, a Saturn Ion or Vue that came in with a flared 2-3 shift still has the 2-3 shift flare, and now there is a flare on the 3-4 shift and shifts are erratic and harsh.
A Saturn S Series comes into the shop with code P1624 set and a code definition of “Customer Snapshot Data Available.”
Here’s a diagnostic situation that can sometimes lead us around in circles. On a 2001 Lexus RX300 AWD, we had a DTC P0500 and no speedometer operation, and the Check Engine and Vehicle Stability Control (VSC) lights were on.
Well, I have two bewildering stories to share with you that normally would give you nightmares. However, by reading this story you will see that it really was another man’s nightmare. But for you it will be a sweet dream, since you will acquire his experience and bypass the pain he suffered.
Now isn’t this an odd title for an article? Is the title insinuating that the transmission and the cooler line are competing with one another? I thought transmissions and cooler lines worked together in harmony. Well, I know at our shop, we have certain cooler lines that have drawn special attention in the past couple of years. We have been ‘clipped’ with some unexpected comebacks.
One of the great things about being a mechanic is that we usually aren’t afraid to tackle any mechanical challenges placed before us, even if they are brand new and we’ve never faced anything like them before. We tear into a job with the confidence that we will somehow be able to find the problem, fix it and put it back together. Experience gives us the nerve to try.
“Internal clearance” is the space between the impeller and the turbine in an assembled torque converter (Figure 1).
Hydraulically, it is the distance that the oil travels from where it exits the vanes of the impeller to where it enters the vanes of the turbine. Some rebuilders use the term “internal clearance” incorrectly. They use it to refer to the clearance between the internally stacked components of the converter. The correct term for the clearance between the stacked components is “end play.”
In the current political and economic climate, the GM Hummer H2 is no longer “politically correct.” However, a lot of them have been produced and sold, and I suspect that more will follow.