New BMW applications with manual transmissions will use a newstyle release bearing. This new release bearing will incorporate two different mounting positions. The different positions will change what is known as the fork-to-face dimension.
When times get hard, people tend to do things themselves as much as possible before spending money to pay a professional. That’s completely understandable. It’s when they reach the point that it’s costing them more to do it themselves and yet they keep throwing money at the problem that I can’t understand. That’s the point where ego overrides logic. I guess once you get in so deep, it’s hard to cut your losses. It seems to me that it’s about the “twice-what-it-should-have-cost” point that I’ll get that phone call.
One of the simplest and most-profitable repairs a shop can perform is to the differential or third member. Yet many shops do not understand the fine points of this work and turn it away.
The vehicle was a 2006 Pontiac G6 with a 2.4-liter engine and a 4T40-E transaxle. The customer complained that it was shifting hard all the time. OK, let’s take a survey: How many of you have your hand up saying, “I want that job; bring it on?” My thoughts when I saw the repair order with that complaint were that it should be a fast fix and easy to troubleshoot. Oh, boy, was I wrong.
In This Issue
Chrysler/Dodge NAG1: Solenoid circuit faults/case-connector leak
Mercedes Benz 722.6: Bogs down in third gear
Honda/Acura: D or D5 lamp flashing
Jeep 42RE: Torque-converter lockup strategy
Codes setting codes is not a new concept in the automotive industry. An example of this in the world of transmissions occurs in Dodge vehicles using the 41TE transaxle. If it develops a gear-ratio-error code such as P0731/2/3/4, code 1790 “Fault Immediately After Shift” can also be present as a result of the gear-ratio code or codes. In fact, the explanation given by the manufacturer for setting this code is: This code is set if the associated speed ratio code is stored within 1.3 seconds after a shift.
This article is a complement to this month’s Shift Pointers article titled “Which Came First, the Chicken or the Egg?” If you have yet to read it, after you’re finished reading here you may want to flip over to page 60 and give it a read.
This vehicle is a 108,261-mile 2000 Nissan Pathfinder with pink ATF. Sound familiar? Yep, the radiator had failed. We had ATF in the radiator and anti-freeze in the ATF – typical Nissan repair these days. Seems like 20 years ago we had the same issues.
Let’s start with the valve body. Unfortunately, there are no casting numbers on the 4T65-E valve body for quick identification. The four most-common 4T65-E valve bodies are the early GM, late GM, early Volvo and late Volvo. There are more than four variations, and they can be found during the crossover years of 2002 and 2003. There are four questions that you need to answer to properly identify the valve body.
The show was called “The Turnaround King.” It was about a consultant who is called in when a business is in pretty deep trouble and in imminent danger of failing. His job is to analyze the business in its current state and see whether he can teach the owners how to turn it around to save its life.
My first appointment of the day was a customer with a 2001 PT Cruiser. The complaint was, “It feels like the gears are all slipping, and a light is on in the gauge panel.”
I started my evaluation with a fluid check and pulled the codes. The fluid was at normal level, and the code pulled up was P0750 for a solenoid error in the TCM. There were no ECM codes.