From the TASC Force we reprint a series of in-depth test instructions for checking the serviceability of valve bodies.
Sales of 4L60E units that incorporate the input speed sensor (ISS) are on the rise. Because of the increased sales, we are seeing more claims and problems with the sensors used in these units. Codes P0716 (ISS performance) and P0717 (ISS circuit low voltage) seem to be the key troublemakers.
In This Issue
Subaru Lineartronic lockup glitch
Ford CFT30 noise issue
Ford 4R75E speedo fade
In short, engaged employees give a damn about your company. They’re not working just for a paycheck; they’re working because they’re connected to your company’s values, committed to its goals, and feel responsible for its successes or failures. Not only are they valuable as employees, they’re valuable as recruiters, salesmen, and marketers.
What exactly do you expect from the people with whom you deal every day? Do you have certain expectations of your employees, suppliers, and customers? But the bigger question is, Do they know it? Do they know exactly what you want from all of them, or are you the type who just thinks they should all be able to figure it out for themselves and then if they don’t, get all bent out of shape?
In addition to dealing with the transmission evolutionary variables mentioned in Part I of the series, the transmission repair industry must contend with much more currently, as well as future changes that will occur.
Despite the efforts of organizations like SAE (Society of Automotive Engineers), the OEM’s have failed to standardize certain aspects of vehicle operations. Several different protocols exist that the OEMs use for OBD-II compliance. For a period of time, there were five basic protocols used by most OEMs to control their vehicles. Today there are a lot of different protocols to control an array of components from powertrain to airbags to audio/visual.
Diagnostics, testing equipment and repair will vary based upon the system, which is why it’s important to know what a particular scanner can accommodate.
When I first enter a shop and before I start selling, I like to look at past individual sales amounts for the past year to get an understanding of the previous pricing policy. The next step is to find out what the market will bear in that area. When I get into the shop and start selling, I make a list of transmission types. I call the dealership on each transmission type as they come in and get a price before I work up my cost. The dealerships will set what the market will bear in any area I am working in. Within a month or two, I have the list up to date with the most common 15 or so transmission types that this particular shop is working on. As a salesman, I do not care what the other transmission shops are charging. They are not whom I am competing with. I am competing with dealership prices. They set what the market will bear – local transmission shops do not. Now that I know what the market will bear, I work up my prices based on that and make sure I am not leaving any money on the table.
Repairing, rebuilding and remanufacturing a transmission require many levels of skill. Proper diagnosis, adequate road testing and close, in-depth inspection are all required to ascertain what is not working and what needs to be fixed. All of this starts with INFORMATION.