In This Issue
Automatic transmissions in three-wheel vehicles
DCT 02E: erratic engagements, no-start condition
Mercedes 722.9: poor shift quality
In previous articles I have explained the important part that adaptations play in the shift quality and proper operation of a transmission. I have corrected many shift complaints from other shops that just could not get the transmission to shift properly simply by resetting the adaptations.
In this article I’ll use the VW 01M 2-3 shift to explain the hydraulic part of the adaptation. Let’s use the most-recent case I had, a ’99 VW New Beetle with a 01M transmission that had a slight binding feel on the 2-3 shift.
Shop and small-business owners, in general, fill positions by hiring people who come with credentials. The assumption – and it’s the wrong one most of the time – is that they’ve already been trained and know their jobs well. One problem is that they had never worked for you. The way you do things in your shop may be far removed from the way they were done in the last shop at which this employee worked. If nothing else you have to train people to do things according to your credo and mission statement. Another problem is that employees sometimes lie about their accomplishments and skill level to get a job, hoping to fake their way in until they actually learn to do it right.
When it became apparent that four speeds weren’t enough, the games began by adding more gears. ZF stepped up to the plate in the early ’90s by launching several new-design five-speeds that involved a lot of stuff. Ford took a simpler approach by turning an A4LD (4R55E) into a 5R55E, mainly by computer strategy cycling the OD section on twice.
Without a significant change in thinking, though, stepping up to six or more speeds would have resulted in a transmission weighing a ton. The answer to the problem was the Lepelletier planetary system.
We recently received a 2002 Volkswagen Jetta, with a 09A five-speed automatic, with a complaint that it would not move. I determined that the fluid was burnt and black, indicating an internal failure. The check engine light was on and it had codes 00652 – gear monitoring not a plausible signal intermittent; 01045 – Tiptronic switch (F189) not a plausible signal intermittent; and 18032 – MIL request signal active (check TCM for errors) P1624. I drove the vehicle, and the transmission would slip and whine for about a block and then the vehicle would quit moving.
The Nissan Versa and Hyundai Accent have been battling it out for the title of “America’s Least-Expensive Car” for a while. Hyundai retired from that race for 2012, leaving Nissan as the low-cost champion. But is the Nissan Versa a car you would actually want to fix or is it too cheap to bother with?
From the TASC Force we reprint a series of in-depth test instructions for checking the serviceability of valve bodies.
I’m a pretty good salesman. One of my strengths is in knowing how to tip the odds in my favor. In other words, I will use every advantage to ensure that a prospect sees the value in doing business with us.
I’m also realistic. As good as I am, I’m not the best salesperson in the company. Our factory (and our people) are. When I can persuade a prospect to come visit us in Milwaukee, my job is very easy.
There are some pitfalls that can trip you up with this valve body.
Following a new clutch installation there is nothing worse than experiencing slipping or release problems. Many times installers even begin to believe that the new clutch kit is defective. This is not correct, in most instances! The majority of the time a simple, quick adjustment will alleviate any problems. Most Japanese/Korean imports use an adjustable clutch master cylinder. When a new clutch kit is installed, the master cylinder (Figure 1) needs to be re-adjusted to work properly with this new kit and avoid release and slipping problems.
The Bus to Profitville
A Little Help
Author: Art Little
Subject Matter: Management
Issue: Minimizing employee turnover
The same goes for manual transmissions, as the OEM will specify a fluid to match the friction coefficient of the synchronizer material. Brass or bronze rings have faded away in most late-model stick transmissions, replaced by sintered metal, paper or carbon-fiber linings, or hybrid combinations of any of the types of linings. Using an oil other than the one specified will create notchy, dragging or blocked-out shifts. This is also true for the axle assemblies, as more of these units are using limited-slip differentials to provide power to both drive wheels. Incorrect lubricants or additives will cause clutch chatter on turns and shorten the life of the friction material because of overheating from slippage.