Transmission Digest January 2011

VOLUME 30, NO.
5 JANUARY 2011
The Automotive Powertrain Industry Journal
D I G E S T
AW 5- & 6-speeds AX4S CD4E 4L60-E 4/5R55E
1 Automatic Drive P.O. Box 440 Bellows Falls, vT 05101-0440 USA 800-843-2600 802-463-9722 F: 802-463-4059 www.sonnax.com
2010 Sonnax Industries, Inc.
10 Sonnax Solutions for AW55-50SN!
*
7.
4.
5.
6.
3.
1.
2.
8.
10.
9.
Rear Control
valve Body
2nd Rear Control
valve Body
Middle Control
valve Body
Front Control
valve Body
PROBLEM SOLUTION Tool Required Part Number
TCC apply & release problems

1. Lockup Relay Control Valve & Sleeve Kit 59947-01K

Inadequate lubrication

TCC apply & release problems

2. Lockup Control Valve & Sleeve Kit 59947-03K

Converter codes

No TCC app|y

3. Solenoid Relay Valve & Sleeve Kit 59947-05K

Shift concerns

Wear at the main PR valve bore

4. Oversized Pressure Regulator Valve

F-59947-TL12

59947-12K

Harsh/Soft shifts

& Boost Valve Kit

& VB-FIX
Delayed engagements

5. Main Boost Valve & Sleeve Kit 59947-07K

Harsh/Soft upshifts

Loss of 3rd, 4th or 5th gear

6. Solenoid Modulator Valve Capsule Kit 59947-09K

No TCC app|y

De|ayed forward engagement

7. O-Ringed End Plug Kit 4 Small & 1 Large

59947-21K

2-3 Upsh|ft f|are/|ow SLT pressure

2-3, 3-2 Sh|ft concerns

8. B4 Release Valve Kit
F-59947-TL26
59947-26K

3-2 Neutra|

& VB-FIX
De|ayed forward engagement

9. LPC Accumulator Piston Kit 59947-LPC

Low ||ne, |ube & converter pressure

Overheating of fluid, bushing & converter

10. Secondary Regulator Valve & Spring Kit
F-59947-TL16
59947-16K

Harsh reverse engagement

& VB-FIX
*Note: The solutions shown here also fit
AW55-51SN, AF 23/33 & RE5F22A units.
7.
7.
7.
7.
Circle No. 15 on Reader Card
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VOLUME 30, NO. 5 JANUARY 2011
D I G E S T
News & Previews
From the Publisher .............2
Catalog/Product
Showcase........................38
Information Source ......48-49
Powertrain Products....56-57
Industry News
Highlights ........................58
Marketplace................59-64
Index to Advertisers..........64
Full Circle
His first job 30 years ago was in a
mom & pop shop, and now Ernie
Aubuschon and his wife, Kim, operate
their own two-person business.
Page 4
Technical
TASC Force Tips . . . . . . . .8
Valve-body and solenoid
issues in Aisin Warner 5- and
6-speed units
Shift Pointers . . . . . . . . .20
A blocked lube hole and a
faulty ground wreak havoc on
two AX4S transaxles.
Technically Speaking
: . . .22
Heres another cross-connec-
tion pitfall to avoid.
Tech to Tech . . . . . . . . . .26
An overheating PT Cruiser
presents a diagnostic dilem-
ma.
Torque Converter
Tech Tips . . . . . . . . . . . .30
Beware of different-length
input shafts in Fords 4R55E &
5R55E.
Up to Standards . . . . . . .34
Using the proper lubricant is
critical with todays manual
transmissions and transfer
cases.
R&R Tech . . . . . . . . . . . .40
4L60-E EC
3
TCC control and adapt
Vacuum Testing for
Leakage . . . . . . . . . . . . .42
To Ream or Not to Ream,
That is the Question . . . .50
Business
Its Your Business . . . . . .32
Dealing with customer-service
problems
The Whole Package
Precision International incorporates
new transmission technologies into
familiar packages.
Page 14
Features
Valve-Body Tech . . . . . . . .39
Valve-Body Suppliers . . . .52
January 2011 1
CERTIFIED
Tech Tips
Sonnax . . . . . . . . . . . . . .28
2 Transmission Digest
A
s New Years resolution
for this column there is
one important objective
for which Im aiming in 2011. I
dont want to have to apologize
for leaving a company out of the
product listings we provide with
various issues.
As a case in point, some elec-
tronic-digital-cyber-glitch pre-
cluded our receiving the
information from Rockland
Standard Gear for use in the
November manuals issue.
Obviously, as owner Mike
Weinberg has been our manual-
tech editor for more than 20
years, Im particularly red-faced.
Please add the following, with
my apology, to the information
published in November:
Rockland Standard Gear Inc., Street:
150 Route 17, Sloatsburg, NY 10974,
Mail: PO Box 13, Sloatsburg, NY
10974-0013, PH:845-753-2005,
TF:800-227-1523, FX:845-753-2330,
WEB: www.rsgear.com,
mweinberg@rsgear.com
Extensive inventory of new & remanu-
factured standard-transmission &
transfer-case units. Complete line of
OEM Ring & Pinion parts. Extensive
coverage of OEM-quality parts for
manuals, transfer cases & rear ends.
New OEM transfer-case motors +
complete line of OEM & performance
From the
Publisher
By Bobby Mace
clutches. Manufacturer of Tranzilla
race & performance transmissions;
Corvette C5, C6 rear ends.
We at Transmission Digest re-
ceive literally hundreds of e-mail
and fax transmissions every day.
As policy, we acknowledge re-
ceipt of every e-mail that contains
instructions or publishable infor-
mation from suppliers, manufac-
turers, subscribers or advertisers.
Faxes, as evidenced above, are
a little more problematic for us,
and thus we offer a few tips on
ways to improve confidence in
the reliability of your faxes.
First and foremost, program
your fax number, the date and
the time into your fax machine.
This will print on the top of every
received page. Not including this
information with fax transmis-
sions violates some federal
statute but, more important,
keeps the recipient from knowing
who was sending should the line
go dead before the pages are
printed. Verify these pro-
grammed fields after power fail-
ures and when changing to or
from daylight time.
We maintain both transmission
and reception logs for our fax ma-
chines. When we have an impor-
tant document outbound, we
check to verify that our machine
and the receiving machine con-
nected and that the number of
pages received matches the num-
ber we started with.
Best wishes for prosperity and
happiness in this new year!
TD
Executive
Carol Langsford
President
Michelle Dickemann
Vice President
Bobby Mace
Publisher
publisher@transmissiondigest.com
Editorial
Gary Sifford
Editor
editor@transmissiondigest.com
Wayne Colonna
Technical Editor
Terry Greenhut
Business Editor
Mike Weinberg
Contributing Editor
Art Department
Jay Young
Creative Director
Lonnie Bolding
Art Administrator
Circulation
Dudley Brown
Circulation Manager
Mike Turner
mturner@mdpublications.com
Advertising Sales
Mike Anderson
manderson@transmissiondigest.com
Accounting/Credit
Muriel Lincoln
Credit Manager
Donna Blackburn
SHOWPOWER 2011
March 17-19
Indiana Convention Center
Indianapolis
Bob Jacobsmeyer
Exhibit Manager
jake@showpowerexpo.com
Founder
Les Langsford,
19281993
TRANSMISSION DIGEST
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Y
ou might say that Ernie Aubuschons career in
transmission repair has come full circle. His first
job in the industry, in 1980, was at a mom &
pop shop; two years ago he and his wife, Kim,
opened a similar business near Missouris Lake of the
Ozarks.
Aubuschon Transmission Repair in Sunrise Beach is
a three-bay shop operated by the two of them. Ernie
does all the mechanical work and Kim handles office
chores. About a year ago they began offering general
automotive repair in addition to transmission and
driveline work.
We do brake work, transfer cases, differentials, ball
joints, tie-rod ends, drive axles, shift kits, U-joints
just about everything on a vehicle except doing front-
end alignments and selling tires, Ernie said.
Since Sunrise Beach is a tourism-oriented communi-
ty, business is seasonal, he noted. Our main thing
around here is, of course, tourists, so the winter
months normally are slower.
After about eight years at his first job, Ernie moved
to St. Louis and spent 10-12 years working for an inde-
pendent shop and a transmission-repair franchise,
then spent about four years working for a different
Owners Ernie and Kim Aubuschon
Aubuschon Transmission Repair
in Sunrise Beach, Mo.
continues page 6
franchise in nearby Fairview
Heights, Ill. I hurt my shoulder
and they released me from work,
so I looked around for a job and
couldnt find anything. I was going
through a divorce at the time.
He decided to start his own
business and found a building in
Ironton, about 90 miles south of St.
Louis, where he operated a shop
for five years. When we decided
to move here, wed had it up for
sale, and I sold it to my stepson.
He was going to run it as just a
general-repair shop, and then the
building caught on fire and burned
down.
At the last franchise shop where
he worked, I very seldom had any
comebacks, Ernie said. They had
another builder there who it just
seemed like every week had some-
thing coming back. I put a lot into
my products. Ive been doing it a
long time, so the biggest thing is
trying to stay up with the new
technology on these cars nowa-
days, get all that late-model infor-
mation you can take in.
I dont want any comebacks, so
when I build transmissions I put a
lot of parts in them and take a lot
of pride in what I do. I try to treat
people the way I want to be treat-
ed. I think I treat people very fair-
ly. The product I put out there to
the consumer, I think its a very
good product. We give a good
warranty, and we rarely have any
comebacks.
Ernie and Kim recently complet-
ed a training course from
Management Success. With us
being new here, we were doing
newspaper advertising, did some
on the radio, Ernie said. It just
didnt seem like we were getting
the business quite like I wanted.
They kind of opened up my eyes to
do more general automotive repair
to try to fill the void instead of
staying strictly transmissions.
They originally attended one of
the companys seminars in St.
Louis, Kim said, and then went to
Los Angeles twice for more-in-
depth training in management
principles. You had consultants
who called you every week and
wanted your numbers, to see how
you were growing and what have
you. They helped us out as far as
getting some checklists and some
things like that we didnt have.
We send out Thank You
notes, Ernie said, and I think
that helps out a lot. It shows that
you really do care about the cus-
tomers. And weve got a referral
program that weve been working
on.
Some shops in the area that
dont do transmission repair refer
those jobs to his shop, and if hes
busy with a transmission job hell
refer general-repair work to one of
those shops.
Ernie and Kim also joined the
local chapter of BNI, an interna-
tional business networking organi-
zation whose purpose is to give its
members the opportunity to share
ideas, contacts and business refer-
rals. Members of the group operate
various types of businesses and
refer customers to each other.
We try to be fair with the peo-
ple when we do any type of work,
Ernie said. We offer free check-
outs. Even if I scan a vehicle, I
dont charge for scanning it.
TD
The shop has three lifts, including a drive-on unit.
Ernie does all the repair work.
Kim handles the office duties.
I bet my dad I could have four new distributors
in 2010, and I can now announce #3! Certified
Transmission is proud to welcome Precision
Transmission in Dubuque, IA to our family.
I just need one more distributor to win that
bet with my dad. Help me win and become a
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Dubuque, IA Precision Transmission 563-585-0270
Framingham, MA Bonded Transmission 508-872-1119
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Kansas City, MO Certified Transmission Kansas City 800-544-7520
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Madison, WI Trans Works Transmissions 608-742-5136
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Philadelphia, PA Metro RMP 800-257-7418
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Sioux Falls, SD J & M Transmission 800-504-2050
Tulsa, OK Eddie's Transmissions 918-272-6683
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Precision Transmission has been in business for 11 years,
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WA N T N E W R E V E N U E F O R Y O U R B U S I N E S S ?
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DadI have number 3!
One to go!
Aisin AW Linear Solenoids
I
n this article, the AW 55-50/51
five-speed (also known as AF
23/33) will be referred to as the
AW 5.
The AW 5 has three types of lin-
ear solenoids (Figure 1): SLU
(black connector), SLT (blue con-
nector) and SLS (green connector).
Other on/off-style solenoids are
used to control the position of the
shift valves. The AW 5 uses linear
solenoids to control line rise (SLT),
the converter clutch (SLU) and the
oil flow rate and accumulation for
the clutch circuits (SLS). The flow-
to and function of these solenoids
overlap, which makes diagnosis
difficult.
All three solenoids are supplied
a regulated oil pressure through a
solenoid modulator valve. The
function of this valve is compara-
ble to that of a GM 4T65-E/4L80-E
actuator-feed-limit valve. In the
AW 5, the solenoid modulator
valve limits solenoid pressure to 90
psi. If you wish to verify the regu-
lation point, tap into SLT pressure
and perform a stall test. If SLT ex-
ceeds 90 psi, the solenoid modula-
tor bore is worn at the inboard
end.
Bore wear at the solenoid modu-
lator can allow maximum pressure
to be excessive, but it also can
allow pressure to be lower than
line pressure. For example, if there
is bore wear at the spring end of
the valve, line pressure could be 55
psi at idle, but feed to the sole-
noids could be reduced to only 40
psi. High solenoid-modulator pres-
sure causes harsh, bumpy shifts
and tie-ups. Low pressure creates
flared/long shifts and poor TCC
application. Although most AW
six-speed solenoid functions differ
from those of the AW five-speed,
solenoid modulator function and
related problems are the one thing
they have in common.
AW 5 drivability
Figure 2 on page 10 highlights
the more-dramatic effects that dif-
ferent linear-solenoid malfunctions
have on shift quality or torque-
converter feel at various shift
points. As a general rule, if all
shifts are harsh, check line pres-
sure first. Line rise is controlled by
the SLT. If forward and reverse are
harsh or delayed, the 1-2 is harsh
and 2-1 coast-down firm, the con-
cern is often related to the SLU.
The SLU also affects TCC control
after the 2-3 shift. When the SLU is
out of adjustment, the TCC may
cycle or result in a harsh gear
1
Sonnax 2010
Tasc Force Tips
Subject:
Valve-body and solenoid service
Units:
AW 55-50/51 (AF23/33),
TR-60SN/09D, TF-80SC/AF40,
TF-81SC/AF21 and TF-60SN/09G
Author:
Bob Warnke
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R & R
T
E
C
H
N
I
C
A
L
T
R
A
I
N
I
N
G
Cast #
SLT
Up or down
position
Width
Length
SLS
#1
NO or
NC
#2
Thermal
sensor
#3
No code = earliest
C code = latest
#4
#5
Insulator
color
SLU
9165 = early
Vented/no vent
Plate code
continues page 10
Tasc Force Tips
change due to an inadequate re-
lease of the converter clutch. When
there is a flared shift on multiple
gears such as 2-3, 3-4 and 4-5, sus-
pect the SLS because it is the flow-
control solenoid.
AW 5 solenoid adjustments
The adjustment screws on the
AW 5 increase or reduce the spring
force against the valve. The spring
opposes the force of the coil
(Figure 3). To avoid severe dri-
vability issues, the adjuster should
be set at or near the OE position,
which averages 0.195 inch/4.9 mm
measured from the end of the ad-
juster to the end of the solenoid
manifold. If the adjustment is too
far off either in or out various
drivability issues occur. In many
instances, an out-of-adjustment so-
lenoid may cause the TCM to set a
gear-ratio code or a solenoid-am-
perage high/low code.
If the solenoids require an ad-
justment in the vehicle, access
holes can be drilled in a cover to
match the location of the adjusters
(Figure 4). The holes can be
plugged later with a blind-head
3
4
AW5 Linear-Solenoid Strategy
Gear SLU SLT SLS
P/D X
P/R X X
1-2 X
2-1 X
2-3 X X
3-2 X X
3-4 TC X
4-3 TC X
4-5 TC X
5-4 TC X
TCC X
X Greatest effect of this
solenoid on shift indicated
TC Drivability effect on
converter clutch
Harsh upshifts/downshifts. Verify
that amperage to SLT changes. If
it does not, TCM may be in fail-
safe. Verify that lockup control
valves react to SLU amperage.
Cooler flow will drop/rise by 50%
with proper valve control.
SLU Affects TCC. If valve body
is worn, SLU may be functioning
but not hydraulically releasing.
This creates harsh shifts. Use
converter-release pressure tap or
Sonnaflow to isolate hydraulics.
Adjustment: Clockwise/in reduces
SLU pressure
SLT Use pressure tap to check
SLT. It is common to have elevat-
ed SLT when secondary regulator
bore is worn. Low SLT is created
by solenoid modulator bore wear.
Adjustment:
Counterclockwise/out reduces
SLT pressure.
SLS Is pulsed between upshifts
and downshifts to interrupt
clutch pressure. Adjustment:
Counterclockwise/out reduces
SLS pressure.
2
Plunger
shaft seizes
in bushing,
primarily
above
200F.
Adjuster
compensates
for variation in
OE tolerance.
Adjuster
& retainer
Balance
spring
Valve
Manifold
Coil
Armature/plunger
End cap
AW 55-50 Linear Solenoid
Canister
Altering the
distance
between cap &
crimp will affect
plunger travel.
Plunger travel
then affects
output pressure.
Bronze
washer
deforms,
armature
cracks &
shaft needs
polishing.
Bore wear
affects
solenoid
pressure
55-50SN Linear-Solenoid Access
The side cover can be drilled and plugged to adjust the linear
solenoids. Cover must be removed for this procedure!
Hole size depends on what
plug you will use.
1
/
4
-inch
blind-head rivets are an
option. Seal with silicone
upon installation.
2.660 inches case surface to center of SLS 2.40 inches case surface
to center of SLU
Center of bolt to
center of SLU
1.100 to 1.130 inches
0.100 inch center of bolt to center of SLS
0.550-0.575 inch
center of bolt hole
to center of SLT
2.730 inches
case surface to
center of SLT
Sonnax Industries 2010
continues page 12
THE COMPLAINT
THE CORRECTION
AW6 Clutch-Control Strategy
Ford-Volvo-PSA
Gear SSC-SLCI SSD-SLC2 SSE-SLC3 SSF-SLB-1
VW
N92 N282 N90 N283
P/N X X
R X X X
1 X X X
2 X X
3 X X
4 X X
5 X X
6 X X
X solenoid energized
P/N Strategy dependent on program.
Note: These transmissions have skip-shift capability. Linear solenoids
control the clutch fill and exhaust rate.
Adjustment: Counterclockwise backing out the adjuster causes the
clutch circuit to charge and exhaust faster. Clockwise turning adjuster
inward slows clutch control. Increments of one turn are suggested.
5
rivet. In some vehicles, adjusting
these on a hot transmission in a
cramped compartment can be un-
comfortable. One trick is to use a
cover with speedometer cables
mounted through it. These extend
to the drivers compartment for
ease of adjustment.
Note: If the valve body is worn
internally, a solenoid adjustment
may improve operation at first but
it will be only temporary.
AW 6 linear solenoids
The following information
applies to the entire Aisin AW
six-speed lineup: TR-60SN/09D,
TF-80SC/AF40, TF-81SC/AF21
and TF-60SN/09G. The
TF-60SN/09G will be used as the
example, because the valve body
and solenoids tend to be more sen-
sitive to calibration and adjust-
ment. The chart in Figure 5
indicates the solenoid control strat-
egy used in all the six-speed units.
Each clutch in an AW 6 is con-
trolled independently by a dedicat-
ed linear solenoid. Source oil
pressure for all the linear solenoids
is regulated by a solenoid modula-
tor valve.
The AW 6 does not use a typical
clutch switch valve as in the AW 5.
The AW 6 relies on the linear sole-
noids to control the application
and release rate of each clutch. By
reviewing the chart, youll notice
how active the N90 and N282
would be in city traffic. Because of
this drive cycling, one or both of
these solenoids tend to hang up,
resulting in rough coast-down
shifts.
AW 6 drivability
Its important to understand
clutch overlap on the six-speed
units. The timing of application
and release of two to three ele-
ments has to vary according to
load, engine speed/torque input,
temperature etc. If the solenoid or
clutch-control valve is slow due to
wear or contamination, the TCM
may not react or compensate fast
enough to get the shift within pa-
rameters. Often these units can
have severely harsh or flared up-
shifts or downshifts with minimal
clutch damage. Valve-body and so-
lenoid service will correct a broad
range of complaints, but if the
fluid is very dark, damage and
wear may have advanced and in-
ternal repairs will be needed.
AW 6 in-vehicle service
On most AW 6 units, the valve
body must be lowered onto longer
bolts or pulled outward from the
case to exchange solenoids. To help
isolate which solenoid is slow, you
can swap from a neighboring bore
and, if the problem travels to a new
clutch/position, its related to the
solenoid. The adjusters that calibrate
the solenoid and clutch-control
6
A. Vacuum test here isolates the solenoid
cap, the solenoid manifold-to-bore & the
valve-to-bore tolerance.
B. Vacuum test here isolates
bore wear & loss past the
adjuster.
Measure the distance
from the end of the
adjuster to the casting.
This adjustment alters
clutch fill & exhaust rate.
Note:
Improve your shift quality by finding a solenoid with a better vacuum test at A.
Poor vacuum test at B results in a faster valve travel and bumpy shifts.
Common
bore wear
Do not remove
this cap unless
you can crimp
& seal it.
Bore wear affects
clutch pressure
Each clutch
has a solenoid
& control
valve.
Tasc Force Tips
Transmission Digest 12
continues page 18
AAMCO Transmission Center owner Robert Goldberg says, When
we used the GPX Friction Plates on a Honda transmission rebuild,
they shifted well from the rst application. We always worry about
aggressive shift quality with Hondas and Acuras. This had perfect shift
quality and we didnt have to use the very expensive Honda uid to
get good shifts. I saved a lot of money with the GPX Friction Plates.
Our commitment to quality
manufacturing and product
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A
nearly endless stream of new OEM technology
is applied to transmissions, keeping Precision
International, like much of the powertrain af-
termarket, hard at work creating the kits rebuilders
will need to repair those units. Although the role of a
kit packager has changed little over the past 40 or 50
years, the workload has greatly expanded as both the
number of kitted
parts for a mod-
ern unit and the
proliferation of
models encoun-
tered in shops
have grown.
Precision has
expanded to oc-
cupy a 68,000-
square-foot
headquarters
and operations
facility on Long
Island, N.Y.
(Transmission
Digest, December
2007), employing
nearly 150 people.
The companys
sales and marketing
manager, John
Sollazzo, says that
with so many differ-
ent modern units the
company maintains
its focus on what it
best knows: develop-
ing and bringing to
market automatic-
transmission kits. In
the days when there were a relatively small number
of transmission units, it was easy to look at expansion
opportunities beyond this [specialty] market. But,
todays marketplace requires products for so many
units and so many variants and so many modifica-
tions that it takes all our concentrated effort to have
each one of those addressed and to be able to know
why a specific kit works or doesnt work with a spe-
cific unit from a specific powertrain, within a model
year, and so forth.
Sales and marketing manager
John Sollazzo
Precision International founder
and CEO Dennis Marshall
January 2011 15
Frank Miller, exec-
utive vice president
and general manager,
adds: Weve ex-
plored expansion op-
portunities like the
heavy-duty market-
place and others. But,
thats not our
strength, not what
were really good at
doing. We know auto-
matic transmissions.
We define our-
selves as being very proactive. We dont want to be
watching other people and playing catch-up; we want
to be at the forefront. Thats basically been the mantra
here forever. Weve always concentrated on staying
ahead with the new products the industry needs. The
difference is that the cycles are becoming shorter and
shorter.
An OEM develops a transmission for use in new
vehicles. All of a sudden, one day theyre coming out
of warranty and we need to already have the kit ready
to go. Everything on the vehicle is lasting longer and
people arent getting rid of cars after 100,000 miles
anymore. So theres a big demand for rebuilding those
units.
We bring the expertise of knowing that some parts
need to be upgraded as part of the process. Were
doing more than reverse-engineering to create a bill of
materials. Were looking at where we think problem
The
Development
Cycle
Vinnie Soviero
Engineering (from left, front): John Marsar, Dirk Atherton, Scott Wilson;
(back) Vinny Soviero, Stacy Soviero, Pete Zervakos, Mike Verni
V
innie Soviero oversees an engineer-
ing department responsible for dis-
covering and specifying each component
of every transmission kit the company
sells.
There are four engineers who are
working a new unit along with some
updates. A fifth was hired recently to
take some of the other duties off the
development people. He handles docu-
ment data control work for our ISO certi-
fication and keeps the procedural manu-
als, the control inspection procedures
and such. That frees up the rest of the
team so that they can proceed more
quickly on kit developments.
Right now, were just getting to a
comfort level with the CVTs. There are
fewer parts in those but the components
tend to be pretty complex, larger drums,
rings that require the right manufactur-
ing and materials, and the driven pulleys
that arent found in a typical automatic
unit.
Dual-clutch units are new, and were
developing expertise with the functional-
ity of something that is a combination of
a manual transmission and an automatic
transmission. Its computer driven and
has incorporated some hydraulics we
havent seen before. But theres a drum
in there and seals and pistons, and we
certainly are used to seeing and working
with those types of components.
The rest of the hot-list kits are most-
ly six-speeds, with seven- and eight-
speeds coming up as well. Well be tear-
ing down a Toyota eight-speed in the
near future to begin developing a kit for
it. Mercedes has an eight-speed and
well have it in here before long.
Right now we are working on ZFs
and Mercedes and have about 12 that
are being sourced and should be
released in the next couple of months.
The flow keeps going all the time. The
TF-80SC on the bench that we just
opened up is for Volvo all-wheel-drive
six-speed. It will make its way through
the same process.
Frank Miller, executive vice
president
Small parts are counted by machine and packaged as
sub-kits for later use in an overhaul kit.
[wear] points are likely to be. Were thinking about al-
ternatives, about what parts may need to be made
from stronger materials, looking for things that will
lead a rebuilder to be able to have more confidence in
the parts hes putting into a rebuilt unit.
In this manner we are both packager and parts-en-
gineering designer. Because we can do that, we be-
lieve we come to the market a cut above our
competition. We have customers out there that insist
on our kits because thats what works for them. Using
our kits gives them confidence.
Miller observes that for every application and
every modification, a development cycle is taking
place in Precisions engineering department. Our de-
velopment list includes units were only just now
hearing about. From that point to the point where we
have a transmission rebuilding kit that we have in our
hands and can sell to our customers, it can be five
years. What shortens that time frame is demand.
Anything that were taking calls on will be expedited.
Were not trying to be so far ahead that we intro-
duce a kit to market before its needed. We continual-
ly change the priorities of the development list,
changing the hot-list portion which are the items
were working to release soonest. The top kit or top
five kits are continually being changed as we react to
the calls and in-
quiries we receive.
As I said, the
cycle seems to be
accelerating. I
dont know if peo-
ple are running up
the mileage quick-
er or if it has to do
with parts not
being available
once a vehicle is
out of warranty.
A huge change
for our industry is
bonded pistons.
The OE replace-
ment pistons arent
available; nobody can get them. Try to buy them in an
OE kit, theyre not available that way either. About
the only thing that you can find for many late units is
a filter and pan gasket. There are cars out there that
are being driven enough that the warranty is expiring
and yet the car owner still wants to drive that vehicle.
The OEs arent developing or making available
those kits. Weve actually had OE remanufacturers
using our kits because the parts arent available any-
where in their network. I just put together a kit for the
Volt. It took nearly six months to source the parts that
were going to need to package that one. Thats start-
ing out with the OEMs information on what goes in
the kit.
The problem is that the
parts sourcing an OEM uses
has become so global in na-
ture that instead of every
O-ring being identified,
theyll get a manufacturer
to build a module such as a
valve body or an intake
manifold and they will ex-
pect the supplier to source
all the components to their
Tier 2s. Now that subcontractor sources that seal from
whatever supplier seems logical. Its amazing how
difficult it is to find out who made all the components
that were sourced by the subcontractors for a given
unit.
I think thats what leads OEs to say were only
going to service this as a unit. We dont want to take it
apart and deal with the components. That decision on
their part, however, creates emerging opportunities
for us.
Sollazzo observes that even the domestic vehicle
market has become much greater than the Big Three.
Moreover he finds that the growth path for companies
like Precision lies, to a great degree, overseas.
A lot of the units that are up in Vinnies engineer-
ing department are ones which are seldom, if ever,
seen domestically, Sollazzo explains. For example,
Aisin will develop a transmission and then sell that
unit for use to several different automakers around
Accounting department: (from left) Joseph Mortimer,
Peggy Kowalski, Erin Clinch, Elizabeth Nerzig
Managers from the packaging facility include (from left)
Rob Haines, Evelyn Gerlett, Gary Moore, Diomaris
Mendez, Arquimedes Rodriquez, Joe Cassino and Dan
Sokolowski.
Warehouse manager
Jack Schweit
Quality-assurance tests include
inspection and diametrical meas-
urement of arriving components.
After passing these tests, the
parts are placed in inventory for
packaging into Precisions kits.
January 2011 17
the world. Each one
of those OEMs will
tweak it just a little
bit differently. The
basic kit will work
for everything ex-
cept a handful of
parts that a specific
OEM changed.
Thats why we buy
transmission units
for each applica-
tion. We have to
take them apart and
make sure that our
kit has the correct
parts for each ver-
sion of that trans-
mission unit.
We have the OE
side of our business
that is a solid base.
We also have a great share of aftermarket products
and a share of the traditional aftermarket like NAPA
and Pioneer as well.
The traditional is a different approach for us.
Those customers handle the distribution and market-
ing so we simply fill the role of packager. Even so,
weve introduced new products that create opportuni-
ties for growth for us and for them.
Internationally we look at a country or a region
and make a conscious effort to put our products into
that market. This is something we did, for example, a
long time ago with Russia. We made our effort to win
product acceptance in that market and, quite honest-
ly, we feel that we did a fantastic job. Were probably
the kit of choice in that market because we were there
first and we did it right.
Miller adds: An important part of expanding into
a market like that is respecting their distribution. We
researched who the people were who could legiti-
mately handle our product. We looked for those with
compatible missions,
those that wanted to be
distributors. We started
with those guys and
weve stuck with them as
weve grown our business
in that country.
Sollazzo emphasizes
that people are the most-
important factor for con-
tinued success of the
company. I think having
the management team in place for as long as we have
is an advantage to us. Its hard to concentrate on cus-
tomers and markets and growing a company when
you have to stop and regroup or restructure.
Miller adds: This industry is about knowledge,
and you cant let the people with that knowledge go
and assume you can replace them with somebody
with college training or whatever. The best salesper-
son or purchasing person or whatever doesnt come
with that industry knowledge that makes all the dif-
ference. Thats just the way it works.
Both Sollazzo and Miller have been with the com-
pany for more than 25 years, and they point out that
most other top managers have more than 15 years in
place. Then you step down to middle management,
Sollazzo says, and all those guys have been here for
years and years as well. This makes us consistent. The
customers feel the consistency because they know
whom theyre talking to. Thats a lot of what makes us
successful. Theyve learned that if Im not here Frank
can give them an answer.
Both agree that opportunities continue to come.
Applying the newest technological expertise to the
simple and longstanding tenets of being first to mar-
ket with kits that have been developed with an eye to-
ward updating parts that address service-life
problems has been and will continue to be the formu-
la for Precision Internationals approach to business.
Says Sollazzo: We are what we are, and were very
good at what we do.
TD
Customer service department personnel (from left,
standing): Jim Cioffi, Rob Montano, Scott Schneider, Pat
Manning; (sitting) Gina Posanti, Donna Covino, Jennifer
Jackalone
Michael Glassberg, vice
president of sales and
marketing
Boxed shipments leave Precisions Long Island facility
bound for distributors in the U.S. and abroad.
Pickers pull stock from inventory
to fill orders received.
valve are easily accessible. Within
one to 1
1
2
turns, you should notice a
difference in that clutch.
Bench testing
(Figure 6)
A common issue found in both
the AW 5 and AW 6 is a hot dri-
vability concern. This happens
when the plunger starts to seize
within the coil bushings at operat-
ing temperature. The results are
acceptable shifts when cool but a
harsh downshift or flared upshift
(often 3-2 and 2-3) over the
215F/85C range. If you suspect
this, a slow or sticking linear sole-
noid can be identified by a hot-
soak test (figures 7 & 8). Heat the
solenoid to operating temperature.
Using a shop rag or some other
method of protecting your hand
from the heat, pry and hold the
valve away from the plunger and
shake the solenoid. In a good sole-
noid, the plunger shaft will be free
to rattle back and forth.
Rebuild vs. new solenoids
This is a tough choice on most
modern transmissions, and the
need to address solenoid function
becomes even more critical when
linear solenoids are involved. On
either end of the rebuilding
process you will need to find a
method to disassemble and re-
assemble the solenoids. In the mid-
dle of the process, effective
servicing requires some basic
equipment, including a demagnet-
izer, a hot tank, an ohmmeter and
the proper method to energize the
coil. Initial labor for each solenoid
may require about 30 minutes to
disassemble, clean, demagnetize,
re-bush and reassemble. If you
want to avoid the on-car adjust-
ment process, you will need a sole-
noid test plate and a
variable-frequency controller, plus
a data-acquisition system to deter-
mine pass/fail parameters based
on testing known, good solenoids.
Fortunately, affordable new high-
quality aftermarket solenoids are
becoming available. For many, this
option may prove the better choice
than either developing your own
full-blown solenoid-rebuild opera-
tion or trying to find good replace-
ment solenoids from cores.
The AW 55-50 solenoids are
generally calibrated as a set and
then installed. It is very important
to remember that whether you
rebuild your existing solenoids or
install replacements the valve
body itself must be properly re-
paired as well.
Bob Warnke is Sonnax vice president of technical
development and a member of the Sonnax TASC
Force (Technical Automotive Specialties
Committee), a group of recognized industry tech-
nical specialists, transmission rebuilders and
Sonnax Industries Inc. technicians.
TD
7
8
AW6 Clutch-Pressure Control Solenoid
5.0-5.6 ohms
Cap & crimp
determine the
stack-up length
and plunger travel
This end of the solenoid
seals an oil circuit at
large OD of clutch
control valve and can
be vacuum tested.
Caution on lifting lock tab
Pry valve with tool
AW 6 has a cap
Bench Test
1. Heat entire assem-
bly to 200F +/-.
Hold within a rag.
2. Pry valve to
compress spring,
and hold.
3. Shake the assembly
4. Coil plunger should
toggle, rattle fore
& aft.
Contaminants
lodge in this
end on OE
design
Tasc Force Tips
continued from page 12
800-782-3379 910-276-4853 www.rostratransm|ss|on.com
Why risk your reputation on used or rebui|t so|enoids?
Our new so|enoids perform better than their OE counterparts and save time and money.
Introducing the vanguard of a who|e new generation of
so|enoids that cou|d quite possib|y change our industry.
...trust ours.
Now avai|ab|e.
AW 55-50SN
AW 55-51SN
AF33-5
RE5F22A
Coming soon.
AW6
TF60/09G
TR60
TF80
AF40-6
When your name is on the line...
A Tale of Two Fords
O
ur first tale is one of those situations in which
you are in the middle of nowhere and all of a
sudden a warning lamp comes on. This per-
son, whom we will call Mr. Public, was driving his
Ford Taurus equipped with an AX4S on a lonely
stretch of road at night when suddenly the transmis-
sion-temperature lamp came on. Fortunately, Mr.
Public was able to limp the car into the closest town,
where he took the car to the local transmission shop
the next morning.
Upon initial inspection the shops technician
checked the fluid and found that it was severely
burnt. The next step was to drop the pan and see what
kind of damage might have occurred. Considering the
condition of the fluid, there was hardly anything in
the pan so the transmission was removed for inspec-
tion.
When the oil-pump driveshaft was removed one of
the sealing rings was a mess and there was some pit-
ting on the shaft where the bearing rides (Figure 1). A
number of the plastic washers were also melted, but
not much else was found in the way of real damage
except when the technician examined the channel
plate. What you see in Figure 2 is the result of that ex-
amination as well as the cause of all the problems that
occurred. The delivery sleeve in the center of the
channel plate had turned, completely blocking the
lube hole in the channel-plate casting (Figure 3).
Shift Pointers
Subject:
Damage caused by blocked lube hole, faulty ground
Unit:
AX4S
Vehicle Applications:
Ford passenger cars
Author:
Pete Luban, ATSG
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R & R
T
E
C
H
N
I
C
A
L
T
R
A
I
N
I
N
G
1
Pitting where bearing rides
Damage to sealing ring
2
The delivery sleeve in the center of the channel plate has
turned.
3
The sleeve now blocks the lube hole.
Fortunately for Mr. Public he got the car in for repairs
before severe damage to the gear train took place.
Our next situation concerns a different Ford vehicle
with an AX4S that came into the shop because it was
slipping. Inspection of this transmission revealed
damage to the driven sprocket and the driven-sprock-
continues page 24
Think
INSIDE

The Box
Trust the quality of
Trust the yellow box
www lukclutch com www.lukclutch.com
5370 Wegman Drive, Valley City, OH 44280
800 274 5001 www.lukclutch.com
Certied to
ISO 9001:2008
without Design
These days, it seems that everyone is telling you to think outside the box. When
it comes to clutch replacement, thats just not good advice. Many clutch marketers
mix and match parts from various sources, a practice that creates quality and
installation problems. The parts may bolt up, but can fail prematurely, resulting
in a comeback for you. When you install a LuK RepSet, you get the same flawless
performance as the original equipment parts.
Designed and engineered to work together. Why risk your time and reputation with
anything else?
Another One
to Add to the List
T
hroughout the years I have
produced articles revealing
various types of self-inflicted
injuries that ate up time, energy
and money unnecessarily as a way
to forewarn others so they can
avoid this pitfall. Many thanks go
to those who have revealed their
mistakes to us so we can share
them with all of you, as well as the
ones we have discovered on our
technical hotline.
One of these self-inflicted in-
juries deals with mistakenly cross-
connecting sensors. In fact, the
Technically Speaking article in the
November 2010 issue covered a
cross-connect scenario with a
Nissan RE4F04B transaxle.
Well, here is another one to add
to the list. It occurs with the CD4E
transmission in 2001-and-up vehi-
cles. The symptoms produced
when a cross-connect error occurs
are immediate chronic gear-ratio-
error codes P0731, P0732, P0733
and/or P0734. The transmission
tries to shift to third but then
downshifts back to second or first
gear. After the technician clears
these codes, they immediately re-
turn during the road test. The
speedometer also will read in Park
if the engine is revved up, and/or
it is noticed that the speedometer
is about 15-20 mph slow.
The cross-connect error that pro-
duces this complaint is similar to
the one in the RE4F04B transmis-
sion in that the turbine-speed sen-
sor has been cross-connected with
the output/vehicle-speed sensor.
Prior to 2001 the VSS was on the
opposite side of the trans, which
made it impossible to cross-con-
nect. With the new-design trans-
mission for 2001 and up the
OSS/VSS has been relocated in the
approximate vicinity of the tur-
bine-speed sensor (Figure 1). Then,
of course, the connectors for both
are configured the same, contribut-
ing to this easily done self-inflicted
injury (figures 2 and 3).
Using a 2001-02 Ford Escape as
3
2
1
Subject:
Cross-connection of sensors
Unit:
CD4E
2001-02 Ford Escape
Author:
Wayne Colonna, ATSG
Transmission Digest
Technical Editor
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R & R
T
E
C
H
N
I
C
A
L
T
R
A
I
N
I
N
G
TSS
OSS/VSS
continues page 24
Since 1959
USED PARTS INVENTORY SPECIALISTS
Hard Parts
Kits
Torque Converters
We are the REAL
Transmission People
1155 N. McKinley Ave
Los Angeles, CA 90059
For quick, effective and direct delivery service, call TOLL FREE today!
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e-mail: evtparts8825@netscape.net
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For Quality Rebuilds:
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et support (figures 4 and 5). The plastic thrust washer
between the driven sprocket and the support is im-
pregnated with metal, which you also can see in
Figure 5. At this time the technician looked for worn
bushings or bearings but found none other than the
oil-pump driveshaft bearing.
Further inspection found no reason for the existing
hard-part damage, and this made the technician sus-
picious of a possible underlying problem that may
have been pre-existing.
When the transmission was reinstalled the techni-
cian checked the battery ground cable and found
nothing wrong with it. His next step was to place his
multimeter between the transmission case and the
negative battery connection to do a voltage-drop test,
and he found quite a bit of voltage present.
Thats right, the damage to the driven sprocket and
support were the result of a bad ground. In this in-
stance a ground strap installed from a bellhousing
bolt to the negative-battery-cable accessory lead re-
moved the voltage from the transmission case.
Just a couple of things to be aware of in your day-
to-day experiences.
Special thanks to Bob from Paradise Transmissions in Key West, Fla., for
sharing his experiences and photos with us.
TD
4
Damage to the driven sprocket
5
Damage to the inside of the driven-sprocket support
Shift Pointers
an example, the connector that has
the white wire with a light-blue
stripe goes to the turbine-speed
sensor, and the dark-blue wire
with a yellow stripe goes to the
output/vehicle-speed sensor
(Figure 4). Colors may vary with
year and model, so it may be wise
to tag the connectors. The time to
do so will prevent you from losing
more time later should they get
cross connected.
TD
4
OSS TSS
Wire Colors of Turbine and Output Sensors
Turbine-Speed
Sensor
Output/Vehicle-Speed
Sensor
Ground splice
G101
Brown/Light Green
1
White/Light Blue
2
Brown/Light Green
1
Dark Blue/Yellow
2
Timely
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A u t o m o t i v e T e c h n i c a l N e w s l e t t e r s
Reflashing Job
Takes a Different Turn
Overheating PT Cruiser presents dilemma
T
hey told me at the parts
store that you could re-
flash my computer,
said a customer to me recently.
Now thats a statement that
begs a question or two, I thought
to myself.
So I ask away: Does the car
have a symptom that someone has
told you a reflash would cure? Has
the computer been replaced and, if
so, what caused it to go out and
who did the engine-control-mod-
ule (ECM) replacement check?
Does the car run? Are you bringing
me a vehicle or a computer to re-
flash offboard? What kind of vehi-
cle is it? Does it have theft
deterrent? Does it need and do you
have the smart-key-immobilizer-
module (SKIM) number? Are you
an experienced tech from a shop or
a driveway guy with access to the
Internets most-popular fixes?
What all has been done to the vehi-
cle?
But the last question is reserved
for me: Do I want this job?
These are but a few of the ques-
tions that roll around in my mind
from the many possibilities that
this first statement brings up. Im
sure weve all been through many
scenarios these days of the trying
to save money by fixing it myself
syndrome.
If you could fix it today I can
come back in two weeks and pay
you, says the customer.
Who sent you? I ask.
1
2010 AutoInc.
Tech To Tech
Subject:
Overheating when stopped
with A/C operating
2002 Chrysler PT Cruiser
Author:
Jeff Bach
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R & R
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D.J., the guy says, which
makes me take the whole thing in a
better light. This is a guy who
works at a local salvage yard and
is wisely discriminate about whom
he sends where.
So tell me what kind of vehicle
you have and what happened, I
say.
He goes on to explain that it is a
2002 PT Cruiser, and it starts over-
heating whenever he runs the A/C
and sits in traffic. He traced it
down to the fan relay and replaced
it with a new one. Apparently that
solution didnt work, so he was
trying to bypass the relay to get it
to turn on the fan, and smoke start-
ed coming out of the computer. So
he got a used [computer] and put it
in but it still wouldnt start. He
said D.J. said it needed to be
flashed and that I could do that.
He added, I could bring it to you,
as I already have it loaded on a
trailer.
Well, after a bit of discussion
about the possibility that there
could be more wrong than a flash
will cure, the guy agreed to pay us
to diagnose the problem should
there be one. He managed to get it
unloaded and brought it into my
diagnostic bay.
Once it was in the bay and the
battery had been charged, I con-
nected it to a J2534 interface. I
flashed the computer and tried
without success to start it. After
continues page 28
Tech To Tech
cranking a bit in clear-flood mode,
it finally lit on two cylinders. I
grabbed a quick scope shot with
the current probe of the feed wire
to the coils, since it was easily ac-
cessed on the top of the engine.
Figure 1 was my first waveform.
It was clear that something was
going on in the primary current,
but I was not able to pinpoint the
problem without a few more tests.
Notice in Figure 2 the ground-po-
sition arrow to the left of the wave-
form graticule two marks up from
the bottom. This is the zero-current
line. This is where the coil ramp
3
2
should start and end. It looks as if
there may be a short on the coil-
trigger circuit for the missing coil.
There are two coil primary con-
trol circuits for these coils, both ter-
minating at the ECM. I chose the
circuit that has the gray wire with
the black stripe and connected the
current probe around it while
piercing it for a voltage signal at
the ECM on scope channel two.
This was one of the good firing
cylinders, as evidenced by the
spark line in the primary circuit.
Also notice that the zero-current
line is even with the ground arrow.
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January 2011 29
My next test was to let me know
whether the short in the coil feed
for the other cylinder was in the
harness or in the ECM. I grabbed
the other current wire and the trig-
ger at the ECM for the image in
Figure 3.
Figure 3 was the result of the
current signal from the shorted coil
and the blue/tan wire at the com-
puters other coil-control circuit.
Figure 3 shows a steady nine-
amp current and about four volts
on the control circuit. The current
leaves when the control circuit is
disconnected at the ECM. I con-
cluded from these tests that the
ECM the guy got from the junk-
yard was no good and probably
not even related to his original
problem. I had him bring me his
old ECM, which I plugged in to get
a baseline idea of why he thought
he needed an ECM to begin with.
The vehicle started and ran on all
the cylinders.
I grabbed the waveform in
Figure 4 while I could get it to run.
Figure 4 shows the current for
both coils and the control circuit
from the blue/tan wire, which was
shorted in the other ECM. The ve-
hicle, however, now was running
very rough and setting half a
dozen codes relating to a missing
reference signal. The owner had
tried to get the fans to run by pow-
ering the relay with a jumper wire.
He had apparently proved that this
ECM was bad, using the Salem
Witch trial method. Its off to the
yard for him now for another
money-saving trip for hopefully
a good ECM this time.
I printed the connector view and
ran a check of the ECM-controlled
circuits, making sure once the next
experienced electronic control
unit (ECU) was installed that I pro-
grammed the VIN into it and start-
ed the engine. As a side note, I am
told by several recycling yards that
these Chrysler-product ECUs will
allow a VIN to be programmed
into them once from the factory
and one additional time. After that,
they are done. I started the Cruiser,
5
which ran well this time. I grabbed
my scope and took the waveform
image shown in Figure 5.
Note in Figure 5 that the
ground-arrow line is now up as it
should be with the waveform zero-
current line. At this point, were
calling the car fixed.
I still get a thrill being able to
show new customers the progres-
sion of their repair with undis-
putable documentation.
I used this progression of wave-
forms to show the owner and help
explain his problem. He requested
copies. He was quite satisfied to
4
see that it took this technology to
figure out his problem. I think hes
off the hook.
Jeff Bach is the owner of CRT Auto Electronics, an
ASA-member shop in Batavia, Ohio. For more
information on this topic, contact Bach at 515-
732-3965. His e-mail address is jnabach@cur-
rentprobe.com, and his Web site is www.current-
probe.com.
This copyrighted article is reprinted with the per-
mission of AutoInc., the official publication of the
Automotive Service Association (ASA). To learn
more about ASA and its commitment to independ-
ent automotive-service and repair professionals,
visit www.asashop.org or call (800) 272-7467.
TD
4R/5R55E:
Engine Stall on Engagement after Rebuild
A
local general-repair garage
brought a 5R55E transmis-
sion and converter to a
transmission shop for a rebuild.
The transmission came out of a
1997 4.0-liter Ford Explorer with
216,456 miles on the odometer. The
shop had the correct rebuilt trans-
mission and converter in stock, so
exchanging the change-over parts
was all that was necessary to re-
turn the unit to the garage.
After what seemed to be a rou-
tine installation, the technician
started to fill the transmission with
ATF. Everything seemed to per-
form normally when the transmis-
sion was in the park or neutral
range, but the engine would stall
abruptly when the transmission
was placed into any drive range.
The transmission shop was called
and the decision was made to have
the vehicle towed back to the
transmission shop for a closer look.
When the vehicle arrived, the
tow-truck driver said he was able
to drive the vehicle onto his roll-
back. Despite this information, all
the normal external performance
checks were completed before an
attempt was made to drive the ve-
hicle. All the tests, including a
cooler-flow check, proved to be
within the proper parameters. The
only thing out of the ordinary was
a P0743 code for an electrical-sig-
nature fault discovered during the
scan check. The technician rea-
soned that the TCC was being ap-
plied because of a faulty or
incorrect solenoid. When the vehi-
cle was road-tested, performance
was satisfactory. The only hint of a
malfunction was a sensation of
what was described as a slight
dragging of the torque-converter
clutch.
The decision was made to in-
spect and/or replace the TCC sole-
noid, so they dropped the
transmission pan. When the pan
came down, the technician found
more ferrous-metal debris than
would be expected after only a
four-mile road test. It was obvious
that there was more damage inside
the unit and it needed to be pulled
out.
When the converter was re-
moved, the input shaft remained in
the converter. This is not abnor-
mal, but what was strange was that
the shaft could not be easily re-
moved from the converter after-
ward. When the input shaft was
eventually removed, the damage to
its end (Figure 1) began to tell the
story, and the damage found to the
2 1
Sonnax 2010
Torque Converter Tech Tips
Subject:
Engine stalls on engagement into any drive range
Units:
4R55E, 5R55E
1997 Ford Explorer 4.0-liter
Author:
Ed Lee
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R & R
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inside of the converter cover
(Figure 2) told even more of the
story. It was now obvious that the
input shaft was protruding too far
from the front of the transmission,
but why was this happening?
A 2002 ATSG tech bulletin (02-
20) was found that warned of the
existence of two input shafts of dif-
ferent lengths. If you start back at
the A4LD shaft, there are actually
three input shafts that have the
same diameter and spline counts
but are of different lengths (Figure
3).
The A4LD shaft measures 9
7
/
8
inches long, the 4/5R55E shaft
(XL2Z-7017-AA) measures 10 inch-
es long and the 5R55 N/S/W
shafts (XW4Z-7017-AA) measure
10
1
/
4
inches long. Although there
may be some long-term damage
from insufficient tooth contact
when a shaft that is too short is
used, the real danger comes from
using a shaft that is too long. One
inch is the proper distance that the
input shaft should protrude from
the stator support (Figure 4), but
1
1
/
4
inches is too long (Figure 5).
If the R&R technician had been
paying close attention, he would
have realized that something was
wrong. With the converter tradi-
tionally being bottomed out
against the transmission during in-
stallation, it is normal to have to
pull the converter forward when
attaching the flex-plate bolts. This
stab-depth distance, normally
0.125-0.250 inch, would have been
zero in this situation, because the
shaft would have prevented the
converter from moving as far in to-
ward the unit as it normally
would. If the R&R tech had noticed
that the converter did not move
forward, the shaft issue might have
been caught before the damage
was done.
Ed Lee is a Sonnax technical specialist who writes
on issues of interest to torque-converter
rebuilders. Sonnax supports the Torque Converter
Rebuilders Association. Learn more about the
group at www.tcraonline.com.
TD
3
4
5
When Things Go
Wrong
C
ustomer service in the transmission and auto-
service business begins when something goes
wrong. If nothing ever did, there would be no
need for it. So you have to figure that in virtually
every after-sale customer-service situation, somebody
didnt get what they either wanted, needed or
thought they were entitled to. That means that emo-
tions are running high in every one of these instances.
People range from being mildly upset to fighting
angry. Often an otherwise calm, friendly individual
can turn into a monster before your very eyes.
Did you do anything wrong that created the prob-
lem? Maybe, but it doesnt matter. Whatever the prob-
lem, youre stuck with and have to deal with it.
Exactly how you handle these situations will deter-
mine whether you still have customers once theyre
resolved.
Just fixing a problem doesnt necessarily mean you
are making a customer happy. The way you do it is
far more important. Keep in mind that the customer is
inconvenienced to at least some degree when some-
thing has gone wrong. Even if they dont have to pay
any additional money out of pocket, they do have to
give up some of their valuable time to get the problem
resolved. They may even lose money if taking care of
this eats into their work time. They may have to owe a
favor to someone for going with them to drop off or
pick up the car. So dont take the attitude that its
under warranty so they shouldnt have anything to
complain about because you are fixing it for free. It is
still costing them in one way or another.
Learn to recognize (and truly understand) your
customers situation. Provide an individual-care ap-
proach for your customers. For example, someone
with children will have very different concerns from a
busy businessperson, and vice versa. One may need
only a ride home, but another may need a car for the
day. Therefore, you must learn to recognize these key
differences and adjust your responses accordingly.
Teach service employees to understand the context
of a situation and to sympathize with customers. For
example, many of your customers are under time con-
straints. They have to be somewhere at a certain time
to accomplish whatever task. That in itself is nerve
wracking. Add to it the stress of not having their vehi-
cles ready to go when they are and it becomes an in-
tense moment.
Dont lie. In an effort to make customers think that
you wont be tying them up too long its easy to make
a much shorter time estimate than what its really
going to take. If anything, stretch the estimate. If you
think its going to take an hour, tell them two. If you
get it done quicker youre a bit of a hero. If not, youre
right on time.
Make sure what you say is happening really is. Get
out there and check. Talk with the technician and any-
one responsible for securing the parts. Make sure that
everyone is following through with the promises
youve made. In other words, supervise this project to
its conclusion. Dont drop the ball somewhere in be-
tween. Its bad enough that this problem exists; lets
not compound it by screwing up what youre trying
to make right.
Be very careful with the customers vehicle in a
comeback situation. Thats when most of them seem
to get damaged. Maybe its because everybody has
been thrown out of their normal routine so they do
things a bit differently. Everyone in the shop should
treat customers cars the same way all the time as if
they were their own and they should think of every
car that rolls into the shop as a brand-new pay job, no
matter how many times its been there.
Be very specific about how the problem will be
handled. When taking care of a customer-service
issue, let the customer know what is going to happen
and when. The more information a customer has, the
less anxious he or she feels.
Keep in touch with the customer throughout the
Subject:
Dealing with
customer-service
problems
Author:
Terry Greenhut,
Transmission Digest
Business Editor
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R & R
Its Your Business
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January 2011 33
process. Dont ever let them think you have forgotten
about them. Update them as to what stage the repair
is in and when it should be done.
Anytime you receive complaint No. 2 about the
same problem, treat it like an emergency; lights and
sirens. Most people are fairly forgiving after one mis-
take, assuming you address it promptly and courte-
ously, but when you get a second complaint well,
its time to go into emergency mode. At that point
theres no room for further delay or error. Its time for
all hands on deck. Throw all your available resources
at the problem. If you want to keep your customer,
you must make sure the problem is taken care of im-
mediately and properly this time. This is your last
shot; make it a good one if you want to do further
business with this customer.
Road-test the car yourself this time. Dont take any-
ones word that its right. This is your customer and
your business were talking about, not anyone elses.
Although technicians work very hard to solve prob-
lems, they hate looking at the same car over and over
again. They can get bored or frustrated with it. If they
get tired enough of it, or feel pressured to move on to
another job, they might accept a fix that weve nick-
named in the trade good enough for government
work. Remember that good enough never is. Perfect
is the only acceptable result, especially after the cus-
tomer has been inconvenienced.
Put yourself into loss-control mode whenever you
have a comeback situation. The fact that the comeback
occurred is usually enough to cause most, if not all, of
the profit from the job to be dissipated. All there is
left to do is salvage the customer so you can get an-
other opportunity at some later date. So forget about
making money at this point; just see how much you
can keep from losing while maintaining a relationship
with the customer.
Apologize once, not several times. I dont know
about you, but when someone keeps telling me
theyre sorry I believe its just an insincere act. Sorry
doesnt mean anything if the problem isnt resolved.
Be pleasant, act as if you are totally interested in help-
ing to solve the problem; then make sure you solve it.
Thats your best shot at keeping the customer.
Make sure everyone understands the gravity of the
situation. Customers are hard to find and easy to lose.
Work out a customer-service plan that everyone is
well versed in and make sure all involved employees
are pulling in the same direction to solve customer
problems. Your attitude and that of your employees
during one of these crisis situations mean as much if
not more to the customer than the actual fix.
If there are internal issues or employee problems,
never let customers see them. As far as theyre con-
cerned everything is wonderful in your business.
Keep your dirty laundry hidden in the back room.
Dont assume your customers will give you a sec-
ond chance. Think about it this way: If a customer has
taken the time to call you about a problem, you are al-
ready getting lucky, so youd better take care of it im-
mediately. You dont always get a chance to make it
right. Often, customers will just move on. Remember,
your competition is continually trying to sell the same
product or service cheaper, faster and better than you.
Dont make it any easier for them by providing inade-
quate customer service.
Heres a new concern: In an age of social media, it
takes only one dissatisfied customer to create a PR
disaster for a company. In fact, lately several national
stories have cropped up featuring blogs and YouTube
videos that customers have created for the sole pur-
pose of sharing their tales of bad service with the
world. The Internet has really amplified the cus-
tomers voice; its increased their power exponential-
ly. If someone were to post a negative story about
your company, you might lose a lot more than one
customer.
You can create and keep loyal customers in todays
economy, but only if your customer service and atten-
tion to detail convince them that there is truly a differ-
ence between you and your competitors.
In these challenging times Terry wants everyone to have a copy of his 450-
page book, How to Market and Sell Automotive and Transmission Service
and Repair. For only $98.32 you will receive two copies of the industry text-
book that will teach you all the techniques necessary to make profitable sales
and retain your customers for future business. Keep one and give the other to
an employee, a competitor or perhaps that account youve been trying to land
or thank for their business. As a bonus (free of charge) you will also receive
Terrys $ales Help Screens computer software to use as a training aid or
when you need instant answers to your customers toughest price objections
(may not be compatible with the new 64-bit computers running Windows 7).
Ordering will also make you eligible to buy additional copies of the book at
only $49.16 each. Please call 1-800-451-2872 or visit
www.TerryGreenhut.com to order any of Terrys training materials or take your
20-question self- and business-evaluation test. Although no one can see the
results but you, its a real eye opener.
TD
In an age of social media, it takes only one dissatisfied
customer to create a PR disaster for a company.
Speculating in
Petroleum
T
he lifeblood of any machin-
ery with moving parts is the
lubricant. Without the prop-
er lube, serious failure occurs
quickly, yet few technicians have
taken the time to really understand
such an important commodity. Just
as parts have proliferated dramati-
cally with so many transmission
and transfer-case designs in the
market, the different specified lu-
bricants are now almost too nu-
merous to stock. Failure to use the
correct lube will at worst cause an
expensive comeback and at best
add to your day with phone calls
and more work.
In days gone by there were three
types of oil that covered basically
every vehicle that could come into
the shop: Dexron ATF, Ford Type F
ATF and 90-weight gear lube.
Occasionally a shop would need
some posi-traction additive for a
limited-slip differential. Dexron
took care of GM and Chrysler
transmissions, and Ford Type F
went into Henrys products. Ford
was slick with Type F fluid, as it
saved itself a lot of money by rais-
ing the coefficient of friction in the
fluid and eliminating one clutch
per pack in the design.
Today we have dozens of re-
quired oils that should be in any
shops inventory. We have to
worry about the proper viscosity,
the proper coefficient of friction for
the design and the proper amount
of fluid to use. In manual transmis-
sions, transfer cases and differen-
tials, there is good cause to worry,
as warranty issues are never very
far away.
In times past most stick trans-
missions, transfer cases and differ-
entials operated on 90W gear oil.
This heavy lube created cold-shift
problems during winter driving,
and the vehicle manufacturers got
tired of the complaints, so they
shifted to ATF in many designs.
The ATF got rid of most of the
cold-shift complaints, but no good
deed goes unpunished. Design
modifications to improve synchro-
nization and provide smoother
shifting created a number of new
issues.
Gone were the typical brass or
bronze synchro rings, and now
more-exotic materials began to
show up on the rings. Paper-lined
rings, which had a composition
similar to clutch plates on auto-
matic units; carbon fiber; Kevlar;
and sintered metal of various types
had arrived. All of these required a
lubricant with a specific coefficient
of friction to make the unit shift
smoothly and correctly. A synchro-
nizer ring is a wet clutch, needing
to apply friction to the cone of the
speed gear to speed it up or slow it
down until the driveshaft speed
matches the input-shaft speed for a
smooth shift.
The new materials on the rings
are porous and absorb fluid, which
creates a real nightmare if an incor-
rect fluid is used. Correcting this
problem may take 500 miles of
driving with the correct lube in
place or may necessitate disassem-
bly of the unit and installing new
parts. Either way it is a big hassle
for being ignorant of the fluid re-
quirements.
Another issue came up with the
increased use of ATF in manual
transmissions and transfer cases,
and that is the vanishing fluid.
ATF, because of its lower viscosity,
tends to get aerated and form a
mist that can exit the transmission
vent, causing low-fluid failures.
This is common in M5R1 and
M5R2 transmissions and in 231
and other transfer cases.
Most manual transmissions and
some transfer cases are splash lu-
bricated as oil is moved around
inside the case by the moving gear
train with no pressurized lube sys-
tem. It is a rare customer who will
check the oil on a standard trans-
mission, transfer case or differen-
tial. By the time you are asked to
Up To Standards
Subject:
Using the proper lubricant
Units:
BorgWarner, New Venture
transfer cases; Tremec 3650
transmission
Author:
Mike Weinberg,
Rockland
Standard Gear
Contributing Editor
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R & R
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check it in your shop it is game
over. This means that you need to
either get your customers in for
more-frequent preventive main-
tenance or change the fluid char-
acteristics to protect your
warranty.
On New Venture transfer cases
that do not have pressurized lube
systems or internal clutch packs,
changing the lube spec to 5W30
motor oil will prevent misting
and eliminate shift or engage-
ment problems. 5W30 synthetic
motor oil is the proper lube fill
for NVG 207, 208, 219, 228, 229,
231, 233, 241, 242, 243, 249, 261
and 271 transfer cases.
Notice I said synthetic. Oil is
oil; the petroleum never dies, but
the additive package goes away.
Heat and oxidation occur at oper-
ating temperatures, and the vari-
ous additives in the fluid begin to
fail. The friction modifiers, sur-
factants, extreme-pressure addi-
tives and anti-foaming qualities
all vanish from the oil under high
heat and heavy traffic. Synthetic
oil is petroleum that has been
hydro-cracked during manufac-
ture, giving it longer and
stronger molecular chains that
enable the fluid to withstand
higher heat before losing the ad-
ditive package.
The following BorgWarner
transfer cases use a pressurized
lube system with an internal
shaft-driven oil pump and must
use ATF: 1345, 1350, 1354, 1356,
1370, 4401, 4405, 4406, 4407 and
4411. A number of New Venture
transfer cases are driven by
clutch packs internal to the trans-
fer case to apply torque to the
front axle. For proper operation
in the 136, 236, 246 and 247 series
as well as other newer models,
stick to the factory-recommended
lube for chatter-free operation.
For computer-controlled,
clutch-operated transfer cases,
you need to specify on your war-
ranty that the customer must
have the oil changed once a year
text continues page 37
Up To Standards
Subject: Transfer-case fluid drain and refill
(all-wheel drive)
Models: 2003-09 Chevrolet Express and
GMC Savana
This bulletin is being released to inform
technicians of the need to add additional
transfer-case fluid through the threaded
speed-sensor opening.
Important: When performing the following
service procedure, use only hand
tools to remove and install the fill
or drain plugs.
6. Disconnect the electrical connector from the
speed sensor.
7. Remove the speed sensor and the O-ring
from the transfer case.
8. Add 1 liter (1.06 quarts) of DEXRON VI fluid
through the threaded speed-sensor opening.
9. Install the speed sensor with the new O-ring
seal. Tighten to 17 Nm (16 lb.-ft.).
10. Connect the electrical connector to the speed
sensor.
11. Lower the vehicle.
GM Corp.
1. Remove the transfer-case drain plug and
fill plug.
2. Apply pipe sealant, P/N12346004 (in Canada,
10953480), to the threads of the drain plug
and reinstall the plug. Tighten to 25 Nm
(18 lb.-ft.).
3. Fill the transfer case to the bottom of the fill
hole with DEXRON
VI fluid, P/N 88861003

(in Canada, 88861004).
4. Apply pipe sealant (same as in step 2) to the
threads of the fill plug.
5. Install the fill plug and tighten to 25 Nm
(18 lb.-ft.).
TSB-4473
#08-04-21-004, April 16, 2008
January 2011 37
or every 12,000 miles. The clutches
generate a lot of heat during the
duty cycle, and this shortens the
life of the additive package in the
lube. Using an incorrect lube will
have unpleasant clutch chatter as a
side effect.
Along the way design failures in
certain units have caused prema-
ture failure or shift complaints.
The most glaring of these is the
BorgWarner 4473 used in the GM
Express and Savannah vans. It was
designed with the fill plug too low
on the case to allow this all-wheel-
drive unit to be filled sufficiently.
The accompanying illustration
provides the procedure for filling
the case. The basic issue is that
when filled to the level of the plug
it is about a quart low. The fix is to
fill the unit, tighten the fill plug
and then add one more quart
through the speed-sensor opening.
Another design problem, in the
Tremec 3650 transmission used in
late-model Ford Mustangs, is the
opposite of the 4473 issue. If you
fill a 3650 to the spill line, it will
have too much fluid in it. This cre-
ates a problem called windage
the effect of too much oil slowing
the gear train prematurely during
a shift and changing the synchro-
nizer timing, resulting in notchy,
dragging shifts. The fix here is to
fill this unit to
1
2
inch below the fill
plug.
Racing and performance en-
gines use windage trays, or crank
wipers or dry-sump systems, so
that the crankshaft does not run
through the oil in the sump or pan,
which robs the engine of some
power because of the increased
parasitic drag on the crank. Try
running on a beach next to the tide
line and then try running in a foot
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or more of water and you will un-
derstand the additional effort re-
quired.
Lubrication is anything but sim-
ple. The quantity, quality and type
of oil specified for each unit are
critical to its proper operation and
longevity. Do not take chances; get
the right oil. I know on a Friday af-
ternoon with a customer ringing
your phone off the hook it is
tempting to use anything handy.
Dont do it, as the downside is ex-
pensive and unpleasant.
Many shops are now stocking
the correct oils to make sure that
the job can leave on time with no
problems. Most suppliers will be
able to furnish special oils to you
with your parts order. If yours
doesnt maybe it is time to make a
change, as the lubricant is a neces-
sary part of the repair.
TD
Jasper Engines & Transmissions
Jasper Engines & Transmissions has the right transfer case, at the right time, at a
very competitive price. JASPER offers the following:
Four Wheel and All Wheel Drive Applications
Most Popular Units in Stock
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Give your customers the quality, value
and performance of JASPER. Call
JASPER at 1-800-827-7455. A full
warranty disclosure is available at
www.jasperengines.com.
Raybestos Powertrain
Raybestos introduces the new GPX
friction plate for Honda transmis-
sions. The Global Performance
Extra, made in America, is superi-
or to any other friction plate for
Honda. The GPX friction plates
shifting performance matches
Honda perfectly with even greater
durability. Engineered to fit right
and outperform any other Honda
friction plate, brought to you by
Raybestos.
Consolidated Vehicle Converters
CVC will release its 2011 remanufactured
torque converter catalog this spring. This new
publication will feature several new units, more
than 100 new photographs, numerous tech tips
and expanded application charts. Copies of the
new catalog will be available through your local
distributor. CVC will be focusing on achieving
real-time changes to the online catalog in 2011.
Please visit our website cvcconverters.com to
view our current catalog and view our
factory tour.
Valve Body Pro
Youre INVITED! Valve Body Pro,
the innovative producer of quality
remanufactured valve bodies, SOLPRO
Solenoids and related repair kits, is
proud to announce our improved Web
site. The site includes an up-to-date
catalog, intuitive drop-down menus,
tips and fixes for common complaints,
and a link to a hands-on solenoid
repair video.
Catalog/Product
Showcase
Precision International
Precision Internationals
latest parts Catalog is
updated monthly, and has
all the latest units available.
The Catalog also contains
our famous Foreign
Application guide and our
Transfer case Kit line.
Please Contact PI
@ 800-872-6649 or
sales@transmissionkits.com
for more information.
Certified Transmission
Ford CFT-30s are now available
from Certified Transmission. Both
FWD and AWD are available and
in stock. We have been working
on this project for the last two
years, and finally we have these
tough units available, Certified
President Peter Fink said. When
you need a transmission call
1-800-544-7520 or you can
order through one of our
distributors.
www.certifiedtransmission.com
Sonnax
Hundreds of professional technical articles written by rebuilders, for rebuilders can
be found in the Sonnax Technical Library at www.sonnax.com. This online resource
was recently improved with dynamic search features that make it fast and easy to
find what youre looking for. All Sonnax articles and guides are searchable,
whether youre interested in checking out
general rebuilding tips or information on a
certain unit. You can look up articles written
by a specific Sonnax or Sonnax TASCForce
author and sort your search results to see
what topics theyve covered. Many Sonnax
articles also are now in HTML, making them
quick to browse and share with others. Visit
www.sonnax.com to learn more. Circle No. 65 on Reader Card
January 2011 39
Transtar
Transtar launched an extensive line of rear
end, four-wheel and all-wheel drive
differential components in 2010. Transtars
Differential Catalog covers more than 100
domestic and import differential units with
over 900 applications. With detailed drawings,
exacting component specifications, installation
recommendations, and an application index,
Transtar has your differential information,
parts and installation needs covered.
EVT Parts
EVT-inspected good
used and aftermarket
new hard parts for
most automatic
applications. Take
advantage of EVTs
extensive on-the-shelf
inventory. Torque con-
verters too! Same-day
delivery (limited area)
or shipment directly to
your shop.
VBX - ValveBody Xpress
Eliminate the frustration of
identifying Valve Bodies with our
Product Information Catalog. With
photographs and descriptions
written in laymens terms, our
catalog takes the guesswork out of
identifying the subtle changes that
have occurred in valve bodies over
the years. Our full catalog is
available on CD-ROM and on the
web at www.valvebodyxpress.com
or vbxus.com. For information,
call 1-866-2GET-VBX. Circle No. 71 on Reader Card
Whatever It Takes
Whatever It Takes Transmission 2011 Parts
Catalog features photo breakdowns of over
100 of the newest Foreign & Domestic
transmissions. Every two page spread
provides part numbers & complete photo
breakdowns of the unit assembly. WIT also
offers the catalog in CD format, which also
includes Tranny Guide, the most
up-to-date vehicle to automatic
transmission index in the industry. This CD
allows you to quickly retrieve important
information with just a click of a button.
www.wittrans.com, 800-940-0197 Circle No. 68 on Reader Card
W
orking on the valve body
has always been the trans-
missions equivalent of per-
forming brain surgery. As alloy
materials used have decreased
vehicle weight and added to fuel
efficiency, there also has been the
problem of increased wear.
Manufacturers supply a myriad of
products to address the common
wear problems that are found in all
the popular late units.
As we move from work on four-
speeds to accommodate the OEM
technologies of units with five
speeds, six speeds and even more,
we see that these valve bodies typi-
cally require more moving parts.
It is a rare issue of Transmission
Digest that doesnt contain techni-
cal information concerning work on
the valve body. Were quite happy to
have included extra, bonus techni-
cal content in this section. We
appreciate contributions from
Maura Stafford, Sonnax project
engineer, and David Skora, Valve
Body Pros technical director.
Also included is an updated list-
ing of those companies that supply
remanufactured valve bodies, com-
ponents for rebuilding valve bodies,
and the tools, lubricants and equip-
ment needed to repair them.
Valve Body
Emphasis
Valve Body
Emphasis
4L60-E EC
3
TCC Control and Adapt
W
hile I was helping a co-worker repair a TCC
slip, we analyzed some graphs and noticed
some interesting info on how the PCM be-
haves and how it sees and adapts for a TCC slip.
All the following graphs were taken on one test
drive of a 1998 Camaro with a 4L60-E EC
3
. The re-
quired fix was to overbore the TCC regulator valve
and the AFL valve and replace them with oversize
valves. They both showed significant wear using a
wet-air-test technique. No other repairs were made
and the transmission was not removed from the car.
The fix isnt the point of this article, though, because
Im sure most people reading this article are probably
aware of valve-body wear issues that cause the TCC
slip. The point is how advanced the computer strategy
is and its ability to see and adapt to TCC slip.
These graphs were taken using a PC-based scan
tool. I like to graph most vehicles in a similar manner
as these graphs, with TCC slip and TCC percentage
overlapped, VSS and TPS overlapped, and gear com-
mand showing so that you can see how the car is driv-
en and what changes the computer makes based upon
input from the driver.
Figure 1 is cold operation with no codes in the com-
puter. This frame is normal. It shows accelerating from
a stop, starting at frame #2500, and each gear change
with TCC slip stair-stepping up as turbine speed
changes with gear shifts. At frame 2620-2645 we let off
1
R&R Tech
Subject:
PCM response to TCC slip
Unit:
4L60-E
1998 Camaro
Author:
Richard Middleton
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R & R
T
E
C
H
N
I
C
A
L
T
R
A
I
N
I
N
G
the gas and coasted for a moment, and then we reac-
celerated, allowing the TCC to apply. In frame 2660
and again at 2690 I stepped into the throttle more in an
attempt to further load the TCC to make it slip. Notice
that the TCC slip does go up corresponding to an in-
crease in throttle just after frame 2690, but the comput-
er raises TCC percentage slightly and slip is basically
under control at 38 rpm by the end of the graph.
Figure 2 is shows a warm transmission cruising in
4th. In frame 3400 we raised throttle from 1.8 volts to
about 2 volts, again loading the TCC. You will notice a
slight TCC slip. After coasting through frames 3430-
3490 we stepped into it again; the TCC percentage
went up to 80% then gradually dropped to less than
50% in frames 3490 to 3520. This gradual-drop strategy
is what I want to point out. It is interesting because I
was increasing the throttle, giving more loads to the
TCC, so you should expect that the computer would
give more TCC percentage to hold on the clutch. But
instead, the computer ramps the TCC duty cycle down
until it creates a TCC slip. It is checking to see at what
duty cycle the TCC will slip so it can command it just
slightly above the minimum. This is a fuel-saving
strategy to prolong the mechanical parts by running
them at lower pressures. The computer demands as
few amps through the solenoid as possible, thus ap-
plying minimal pressure to the TCC. This is an incredi-
bly advanced strategy.
2
January 2011 41
As our transmission continued to warm up, the
problem started to show up again. In Figure 2, frames
following 3530, the TCC slipped with a surge in and
out as demonstrated by the spikes on the graph. We
could feel the surging, and we could see it as a minor
fluctuation on the tach. Notice that after the surging at
frame 3585, the computer reacts with a sharp increase
in TCC percentage despite no change in speed or
throttle. This alone put the TCC back into control.
In Figure 3 the car is at normal temperature, and in
frame 3025 were cruising along at about 1.8 volts on
the TPS and the computer ramps up the TCC percent-
age from about 15% to about 55%. The TCC slip drops
to zero. But, as soon as I load it up a little more, in
frame 3060 the TCC slip goes up and in frame 3080 the
TCC lets loose. The computer sees this and immediate-
ly reacts, raising the percentage from 40% to 75%, and
the slip comes back into control and immediately in
frame 3100 the computer starts ramping down the
TCC again. This results in the slip in frames 3120-2130
and a corresponding command by the computer to in-
crease the TCC duty-cycle percentage. Just after frame
3210 I applied additional load and TCC slipped, and
again the computer compensated, dropping the slip to
zero. Eventually, after the car was at normal temp, the
slip became enough that the computer triggered a TCC
code.
Figure 4 was taken on a hot test drive after we
bored the AFL and TCC regulator and installed over-
sized valves. You can see at frame 1360-1430 that the
computer ramps the duty cycle down to 25%. With the
unworn circuits on the TCC regulator valve and AFL
valve the computer is capable of keeping the slip in
line with a 25% duty cycle. This gives lots of room for
the computer to adapt and correct the slip.
The computer control strategy is extremely ad-
vanced on these transmissions, and learning about
them is very interesting. Understanding how the com-
puter behaves and how it adapts to problems is critical
in understanding, diagnosing and repairing them.
Richard Middleton, the diagnostician at Certified Transmissions location in
Grandview, Mo., has been with the company for almost 20 years and is an
ASE Master certified technician with L1. He is a previous recipient of the ASA
Greater Kansas City Area Employee of the Year award.
TD
3
4
Transmission Digest
Binders...
Order yours today! $14.95 each
Each sturdy binder will hold
12 issues of Transmission Digest
for quick reference.
Send check or money order to
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Why vacuum test?
V
alve and bore wear occurs
when valves repeatedly
stroke in a pump or valve-
body casting. This wear will even-
tually increase clearance beyond
what is necessary to maintain a
proper hydraulic seal, making it
impossible for the valve to func-
tion properly. Computer adaptive
strategy will attempt to compen-
sate for poor performance in some
units, but failure ultimately results,
codes are set and drivability com-
plaints occur.
There are many methods to
check for and evaluate the severity
of worn valves and bores valve-
body testers, visual inspection, wet
air testing, measurement tools,
wiggle/sag (deflection) tests etc.
but vacuum testing offers many
1
2
Bore wear
Valve-spool wear
3
4
Air pulled from exhaust port through
clearance between balance spool and
bore to the vacuum pump
Vacuum Testing for
Leakage
By Maura Stafford
Vacuum Testing for
Leakage
By Maura Stafford
Sonnax2010
Typical vacuum-test setup
January 2011 43
5
advantages over other inspection techniques:
Cost A vacuum-test stand has a relatively low
initial cost and requires minimal maintenance.
Quick & easy Vacuum testing is easy to learn.
Once a routine is established, one or multiple cir-
cuits in an assembled casting section can be
checked rapidly at the bench.
Quantitative Vacuum testing returns a specific
value (inches of mercury) that correlates to
valve/bore clearance. With experience, you can
establish pass/fail standards for determining
whether there is too much wear for proper func-
tioning.
Repeatable Following a routine calibration and
easy test procedures, the system provides repeat-
able results with negligible operator influence.
Quality assurance Wear-induced circuit leaks
mean failure. Leaks that are not found lead to cus-
tomer complaints and comebacks. Vacuum testing
can quickly check for unseen wear areas, allowing
you to decide whether a valve-body repair is
worth the investment and also quickly verify post-
repair improvement.
How does it work?
Vacuum testing essentially involves isolating or
sealing a circuit containing one or two valve spools
and attempting to pull air between the valve spool(s)
and the bore. As airflow is restricted by tight clear-
ances, we are able to create, hold and measure vacu-
um. Since we are rating a vacuum, the measurement
will be in inches of mercury, or negative pressure.
To maintain a hydraulic seal, there is very little
design clearance between the critical valve spool and
mating bore. As wear occurs, this clearance increases.
A perfect vacuum (no leakage points) will measure
text continues page 45
A variety of options to help isolate and test a circuit
6
Solenoid Relay Valve and Plunger/Sleeve Assembly
No TCC apply
Shift concerns
Harsh shifts in all ranges
Engine stall during engagement
No upshifts after 2nd or flare on 2-3 shift
B5-clutch distress
U1 Shift Valve
No 1st and 2nd
Slips in 2nd, 3rd, 4th
and 5th
No 3rd, 4th and 5th
No engine braking
in 2nd, 3rd and 4th
M1 Shift Valve
No reverse
No 2nd, 3rd,
4th and 5th
No 1st
U2 Shift Valve
No 1st, 2nd
and 3rd
No 4th and 5th
Main Pressure-Regulator Valve and
Boost-Valve Assembly
Harsh or soft shifts
Delayed engagements
Converter apply/release problems
Late shifts
Reverse slips
3rd-Gear Band (B4) Release Valve
2-3, 3-2 shift concern
3-2 neutral
Harsh 3-2 coast downshift
2-3 flare
2-3 neutral
Seal the port
on opposite
side of casting
when testing
this location.
Critical Wear Areas and Vacuum-Test Locations
AW55-50SN middle control valve body, front side
Vacuum-test locations shown in red
Vacuum-test and wear-location test sheets for the remaining 55-50SN valve-body sections, along with
sheets for other newer transmissions, are available on the Sonnax Web site, www.sonnax.com. They
can be found in the Technical Library/Transmission under Subject Search/Vacuum Testing.
January 2011 45
these valves continually moving in their sleeves.
Modulated valves Valves reacted on by low-re-
sistance, modulated solenoids tend to wear quick-
ly. These valves oscillate in the bore in a relatively
narrow, somewhat-consistent location and are ac-
tuated by 32-Hertz solenoids. This is fast enough to
modulate the valve, but slow enough to oscillate or
stroke the valve in the bore before changing direc-
tion. The new-design, faster 300-Hertz solenoids
still modulate or position the valve, but much less
etching of the bore occurs because they pulse faster
than the valve can stroke any significant distance.
29.9 inches of mercury, although that does
change with elevation. Clearance always exists,
so no circuit will pull a perfect vacuum. As wear
occurs and leakage increases, vacuum-reading
levels will decrease. In checking valve clearance,
the vacuum loss is directly proportional to the
amount of wear.
Figure 4 shows a cross-sectional view of a TF-
81SC main pressure-regulator-valve bore in
which the balance-line circuit is being vacuum
tested. The vacuum test plate or nozzle seals the
balance-line port and tries to pull air from the
neighboring exhaust port through the clearance
between the valve spool and
bore. An extremely good cir-
cuit reading might approach
22-23 inches of mercury. A se-
verely worn bore could have a
reading as low as 8 inches of
mercury.
Where should I test?
Vacuum testing should be
performed on a clean, dry
valve body. You may use ei-
ther of the following ap-
proaches, depending on your
situation:
Targeted testing
If you have a specific com-
plaint and there are valves
you know are directly related
to certain codes or drivability
complaints, you may choose
to start there. For example, a
4L60-E with an 1870 code
should have the TCC-regula-
tor-valve bore vacuum
checked for leakage.
General testing
If you do not know where
to start, or if you want to eval-
uate the valve body or pump
body more completely, begin
by checking different circuits
based on their level of valve
activity:
Active valves The valves
doing the most cycling in
the bore are most likely to
wear first. Boost valves
should always be checked
because EPC or throttle-
pressure changes keep
continues next page
Examples of low-resistance modulated valves to
check would be AODE and 4T60-E converter
valves.
Regulating valves These valves are controlling
pressures to a set parameter, and wear will make
the pressure out of spec and possibly set a code.
Regulating valves also typically operate in a rela-
tively narrow section of the bore, creating wear at
the very location where sealing is the most critical.
Examples would be main pressure regulators, sec-
ondary regulator valves and solenoid regulator
valves.
On/off valve Examples in-
clude shift valves and manual
valves, which dont move as fre-
quently or dont oscillate in nar-
row, linear sections of the bore.
The circuit or port being tested
must be captive or sealable.
Balance ports are great locations
to perform vacuum tests for this
reason. Dense foam or rubber
padding can be used to help seal
off circuits that are open to the op-
posite side of the casting. Sonnax
wet-air-test plates make great
tools for sealing off circuits for
testing. When sealing a
circuit/port for testing, make sure
you do not seal off the neighbor-
ing port that would supply the air
source needed for leak detection,
because a false high vacuum read-
ing can result.
Item No. Description Source Source P/N
1 Vacuum Pump, Robinair 3cfm www.testequipmentdepot.com 15300
2
Adapter to vacuum pump and tubing,
1
/
4
-in. flare tubing nut
hardware store
3 Nylon tubing, vacuum pump to test stand,
1
/
4
-in. OD www.mcmaster.com 5548K74
4 Rubber tubing vacuum hose hardware store
5 Valve, precision adjustable (2 required) www.mscdirect.com 86495629
6 Vacuum gauge, air filled, Wika 4271531 www.gaugestore.com 36100
7
Manifold: Tees,
1
/
8
-in. npt female, 3 required
Nipples, long,
1
/
8
-in. npt male, 4 required
Plug,
1
/
8
-in. npt
Adapter,
1
/
8
-in. npt male to
1
/
4
-in. npt female
hardware store
hardware store
hardware store
hardware store
8
Fitting, 90,
1
/
8
-in. npt male x
1
/
4
-in. tube, push con-
nect, 2 required (from adjustable valve to nylon tube)
www.mcmaster.com 51025K136
9 Sonnax WAT plate Sonnax distributor SWAT-P1
10 Fitting, 10-32 or
1
/
8
-in. npt www.mcmaster.com 51025K324
11 Foam pad, dense www.goodson.com DVC-1131
12
Calibration orifice, drilled cup plug inserted into
rubber tubing
13 Vacuum tips, various
14 Assembly lube
8
7
14
13
12
10
11
7
8
9
6
5
1
2
3
4
January 2011 47
When using a test plate, we recommend that you
apply a small amount of assembly lube around the
worm tracks of the circuit/port being tested. This pro-
vides a much better seal with the test plate, particular-
ly if there are any nicks on the valve-body surface.
Checking some locations might require getting cre-
ative with test plates. Adapters can be made by
drilling through a small rubber ball, disassembling so-
lenoids and using the snout end with O-rings, or by
cutting a sheet of Plexiglas to size and using push-
connect fittings (Figure 5).
Valves that tend to operate in a narrow, somewhat-
consistent location develop wear and are more accu-
rately tested in their operating position. Small
checkballs, washers or retainers can be used to posi-
tion a valve into operating position prior to vacuum
testing.
Keeping an oil circuit handy will help lead you to
the key ports for vacuum testing. For units you fre-
quently see in your shop, you should develop vacu-
um-test sheets similar to the one shown in Figure 6.
Show the entire valve body along with the valve loca-
tions and ports that should be vacuum tested.
Complaints associated with a low vacuum reading at
designated ports also can be added as a quick and
easy method for evaluating a valve body.
How do I set up a vacuum-test stand?
Setting up a vacuum-test stand for your shop can
be as simple or sophisticated as you like. With a trip
to the hardware store, a couple of online purchases
and about an hour of assembly time, you can create a
simple vacuum-test stand for around $300. Figures 7
and 8 provide you with a bill of materials for creating
a test stand, as well as sources and locations for the
components needed.
What should my test results be?
Although a properly calibrated and maintained test
stand will give consistent vacuum-reading results for
a specific circuit and amount of wear, evaluating
those results requires that you establish your own
pass/fail criteria. Information on proper calibration of
the test stand proposed in this article also can be
found in the same location as the test sheets men-
tioned previously. The pump, gauge and any calibra-
tion orifices used in specific equipment configurations
will greatly influence vacuum readings. Other param-
eters that influence vacuum readings are the number
of spools tested in a captive circuit, spool diameter
and contact length of the spool within the bore.
Test results will vary depending upon how you set
up your particular vacuum stand, the maximum vacu-
um capacity of your pump and, in some instances, the
altitude where you are. Pass/Fail standards are spe-
cific to your setup and process, but they also must be
based on your experience, quality sensitivity, warran-
ty concerns and cost/pricing structure. We recom-
mend that you keep a record of vacuum results for
each valve body at each tested circuit/port location.
This lets you compare results over time to help deter-
mine for your own shop what an acceptable vacuum
reading is for each location.
Maura Stafford is a Sonnax project engineer and a member of the TASC Force
(Technical Automotive Specialties Committee), a group of recognized industry
technical specialists, transmission rebuilders and Sonnax Industries Inc. tech-
nicians.
TD
THM 180C
Ford C3 SUP
Ford C5
Chrysler A999-A904
BW 65-66
L3N71B
L4N71B
MB1-MJ3
Mazda KF100/F3A
Subaru Justy
Toyota A55
Toyota A130
Toyota A240
Toyota A340E/H
Toyota A440F
003-010 Series (Audi/Volkswagen)
Transfer Case 1350
Nissan RL3FO1A
Transfer Case 1354
Transfer Case 203-205
Transfer Case 231-241
Transfer Case Jeep 229/242
Toyota A340 Transmission
Transfer Case Toyota 340
Honda 4 Spd. Computer K4
Acura Leg. 91 Comp. MPYA
Honda Civic 3 Shaft M24A
Honda 2 Speed
Honda 3 Speed
Honda 3 Shaft
Geo JF403E
Import Checkball Book
Import Pass Book
G4A-EL (Mazda,)
MX17 (Elect.3-spd) (Sprint/Suzuki)
ATSG CD-ROM Discs
ATSG CD-ROM Discs $395.00 Ea.
Over 50 ATSGs Domestic (#1) or Import (#2) Techtran
Manuals Including many that are now out of print.
1. Domestic Manual CD or
2. Import Manual CD
3. Bulletin CD. All ATSG Bulletins since 1985
4. Seminar Manual CD. All Seminar Manuals since 1987
ATSG Techtran Manuals & Update Handbooks
$28 each, except where noted. Manuals cover assembly &
disassembly, diagnosis & troubleshooting.
Update Handbooks cover changes, parts affected by the
change, interchangeability & part numbers.
THE INFORMATION SOURCE
ATSG Cutaway Posters
Color Cutaway Posters 18x24 $35.00 each
4R100
5R55N
Allison 1000/2000
45RFE
A500
42RLE
4F27E
5R110W
5R55S
AX4N
4L60-E
4L80-E
4T40-E
4T60-E
4T65-E
4T80-E
5L40-E
400
ZF 5-HP-19
Mitsubishi F4A51
ATSG Videotapes With Manuals
Videos from ATSG with teardown, inspection and reassembly,
along with the special tools required. Includes repair manual.
Chrysler A-604 (H1TE)............................83-SGVT-19 ............$39.95
Chrysler A-500/518 .................................83-SGVT-20 ..............39.95
THM 4T60-E............................................83-SGVT-21 ..............39.95
THM 4L80-E............................................83-SGVT-22 ..............39.95
Ford AXODE ...........................................83-SGVT-23 ..............39.95
Ford AODE..............................................83-SGVT-24 ..............39.95
Ford E4OD..............................................83-SGVT-25 ..............39.95
FORD REFERENCE MANUAL
Compiled by Ford Motor Company Service Engineers covering disassembly,
theory, diagnosis, tools & hydraulic fluid circuits with hydraulics & mechanical
powerflow - all in heavy vinyl binders.
5R55W/S&N (2002-2003) ..................PTB 202..........$100.00
4F50N (2000-2004)............................PTB 402 .........$100.00
AX4N (1994-1999) .............................PTB 407..........$100.00
TorqShift 5R110W 03-05 ..................PTB502 ..........$100.00
6R60 ..................................................PTB 601..........$100.00
AXODE/AX4S (1991-1999) ...............PTB 605..........$100.00
AODE/4R7OW (1992-1996) ..............PTB 606..........$100.00
E4OD (1994-1998).............................PTB 802..........$100.00
4R100 (1999-2000)............................PTB 904..........$100.00
4R/5RE (1995-2001)..........................PTB 905..........$100.00
Powertrain Product Guides ..............POB 501A..........$10.00
2002 Transmission Update Video Package
Includes 66-minute video, booklet, fluid usage chart & diagnosis
chart. Latest tips on diagnosis & repair ......PTB 205 ...............$30.00
ATSG Manuals on Mini CD-ROM
$28.00 each
GENERAL MOTORS
125C
125C Update Handbook
200C
200-4R
325-4L
350C
400
440-T4
440-T4 Update Handbook Vol. 1
440-T4 Update Handbook Vol. 11
700-R4 (82-86)
4L60 (700-R4 [87-93])
700-R4 Update Handbook
Saturn TAAT Transaxle
4T40-E Transaxle
4T60-E
4T65-E
4T65-E Update Handbook
4T80-E
4L30-E
4/5L40-E
4L60-E
4L60-E Update Handbook
4L80-E
Allison 1000/2000
6L80-E
4L60-E/4L80-E Code Book $75.00
CHRYSLER
A404-A670
A604 (41TE)
A604 (41TE) Update Handbook
A604/A606 (41TE/42LE) Diagnostic
Code Book (Also available in Spanish)
A606 (42LE)
A904/727
A500/518/618 (Hyd.Gov.)
AW4
A500SE (42RE)
AW30/80LE
42RE (Elect. Gov.)
45RFE
ACURA/HONDA
Acura Integra Computer
Acura Integra Hydraulic
Acura Legend Computer
Acura Legend Hydraulic
Acura Vigor
Honda 4-Speed (Carb) AS AK
Honda 4-Speed (F.I.) F4
Honda M6HA/BAXA
Honda 3 Shaft PX4B.APX4/MP1A
Domestic Check Ball (GM, Ford, Chrysler)
Import Check Ball Vol 2 (Acura, BMW, Honda, Mazda, Mitsubishi,
Spectrum, Sprint/Suzuki, SAAB, VW))
Import Check Ball Vol 3 $50.00
Freewheel (Freewheel & hold direction for all one-way clutch
devices & Domestic & Imports)(available in Spanish)
Pass Book (Pressures Application Solenoids Sensors)
Pass Book Domestic (A4LD, E40D, AODE, AXODE, F4EAT,
4L80-E, 4T60-E, Cadillacs Star Cars)
Pass Book Import Vol. 2
Note: Other ATSG Manuals available upon request
FORD
4R100
4R100 Update Handbook
E4OD
E4OD Update Handbook
AXODE
C6
AOD
A4LD
A4LD Update Handbook
AODE
AXOD
AXOD Update Handbook
CD4E
4F20-E
F4EAT
5R110W (New)
4F27E (available in Spanish)
FOREIGN (OTHER)
ZF-4HP-22 BMW
JF506E (Isuzu)
JF506E Update Handbook
JR403E (Isuzu)
ZF-4HP-18 (Jeep/Eagle, SAAB)
SAAB TB 35-37
N4A-EL (Mazda,)
G4A-HL (Mazda,)
GF4A-EL (Mazda,)
KM-171(Mitsubishi)
KM-175 (Mitsubishi)
KM-177 (Mitsubishi)
F4A3/W4A3 (Mitsubishi)
F4A51 (Mitsubishi)
R4A51/V4A51 (Mitsubishi)
RL4FO2A (Nissan)
RL4FO3A-V (Nissan)
RE4FO2A (Nissan)
RE4FO4A/4F20E (Nissan)
RL4RO1A (Nissan)
RE4RO1A (Nissan)
TN35-TB37( SAAB)
Subaru 3-Speed
Subaru 4-Speed (4EAT)
A40 (Toyota)
A140 (Toyota)
A540-E (Toyota)
VW Passat 096
722.3.4 Mercedes
722.5 Mercedes 5-Speed
Subaru 3-Speed
Subaru 4-Speed
Technical Updates
FROM M D PUBLICATIONS, INC.
Transmission Tech/Talk....................$89.00 ............TTT-12
Transmission Tech/Talk monthly newsletter
with complaints, causes and corrections. Binder included.
Note: Transmission Tech/Talk is NOT subject to shipping charges.
From Automotive Video Inc.
Available on VHS Video Tape or DVD
Making the Most of Your Snap-on
MODISSystem
with instructor Ron Bilyeu
75 minutes instruction, 2 videos & manual $150.00............LBT-82
Mastering the Mastertech
(the Vetronix
MTS 3100)
2 hrs instruction, 2 videos & manual $125.00......................LBT-74
Getting Technical with your Tech 2
Tech 2 functions, hot keys, menus and more. Reprogramming,
proper protocol.
2.75 hrs. instruction, manual $125.00.................LBT-84/85
Taking Advantage of Your Graphing Multi-Meter
2 hrs. plus of A to Z instruction by Ron Bilyeu on
Snap-on
Vantage
4.0 graphing meter

2 videotapes $100.00 ....................LBT-66
Computer Engine Data Testing
Over 2 hrs. Instruction by Ron Bilyeu on how to make
the most of your Snap-on
MT2500 Scanner
3 videotapes & manual $124.95......................LBT-59
Mercedes 722.6 Transmission
(1996-2003 4/6/8/12 Cylinder & Diesel) with instructor Wayne
Colonna, President, ATSG
1 hr. video & 72 page manual $125.00 ......................LBT 78
ATSGs Insights
52 case studies of troubleshooting powertrain problems, right off
the ATSG tech line.
2 hrs. instruction, manual $150.00 ...................LBT-106
THE INFORMATION SOURCE
Please fill in order form and MAIL TO:
Transmission Digest
P.O. Box 2210
Springfield, MO 65801-2210
Allow 4-6 weeks for delivery.
800-274-7890 Fax: 417-866-2781
Name ___________________________________________________________
Company Name __________________________________________________
Street Address Only ________________________________________________
City/State/Zip _____________________________________________________
Telephone _______________________________________________________
E-mail ___________________________________________________________
Qty Product Description Form No. Unit Price Total
____ _______________________________ _______________ _________ __________
____ _______________________________ _______________ _________ __________
____ _______________________________ _______________ _________ __________
____ _______________________________ _______________ _________ __________
Total Material
Missouri Residents,
Add 6.85% Sales Tax
Shipping Charge U.S. Subtotal
$20.00 or less $11.50
20.01 - 40.00 13.00
40.01 - 60.00 15.50
60.01 - 80.00 18.00
80.01 -100.00 20.50
100.01 -120.00 23.50
120.01 -160.00 26.00
160.01 -200.00 29.50
Canada Add $15.00 to each category costs
Residence (no door/entrance open to public) add $4.25
Amount Enclosed (U.S. Funds)
Method Of Payment Check/Money Order
(Payable to MD Publications, U.S. Funds only)
Visa MasterCard (NO COD)
Card No. ___________________________________________
Exp. Date___________________________________________
Name as it
appears on card _____________________________________
Card Billing
Address ____________________________________________
Authorized
Signature___________________________________________
Prices subject to change without notice
*Orders over $200.00 or outside continental U.S., please
call 417-866-3917 or Fax 417-866-2781 for shipping costs.
Management Training
What to Say & How to Say It by Sid Hurlbert
(Now available on DVD for same low price)
Part 1: Putting Into People What You Want Back
VHS Video Tape............$48.77
Audiocassette Tape or CD Set............$37.77
Part 2: Empathy, Enthusiasm & Commendation
VHS Video Tape............$48.77
Audiocassette Tape or CD Set............$37.77
Both of the Above Videos (Parts 1&2) DVD or 2 VHS Tapes............$99.77
Both of the Above Audio Sets (Parts 1&2)4 Cassettes or CD Set ...........$43.77
Telephone & Face-to-Face Communication Skills
Book............$24.77
Audiocassette Tape or CD............$34.77
Both Book & Audiocassette or CD............$55.77
Bundled Package
Both Videos (specify DVD or VHS), All Audios (specify Cassette or CD)
& Phone Workbook .........................................................................$179.77
Sids Message Pads Package of 40 Pads............$24.77
3 digit
Code #
From Automotive Video Inc.
Available on VHS Video Tape or DVD
Marketing for the Independent Repair Facility
Increase your shops sales with sound, practical marketing strategies.
3.25 hrs. instruction $150.00....................LBT-125
Survival Skills for the Service Advisor
George Witt, AMI-approved instructor, will help you gain excellent people
skills and selling skills to maximize profits.
1
3
/4 hr. video, 1 manual, forms to customize
$125.00....................LBT-108
Becoming the Manager Everyone Wants to Work For
George Witt, AMI-approved instructor, will show you how to
implement a system that allows your employees to succeed.
1
1
/4 hr. video, 2 manuals, essential forms to customize
$100.00....................LBT-109
That is the Question
Diagnosing and correcting
valve-body and solenoid issues
By David Skora
That is the Question
Diagnosing and correcting
valve-body and solenoid issues
By David Skora
W
ith respect to
Shakespeare, the ques-
tion posed by the would-
be king of Denmark is just as
relevant as any transmission tech-
nician faces day to day. Do you in-
stall ONLY a new valve body,
install a reman valve body or re-
build it yourself? This information
may help answer the question.
First, lets review the current sit-
uation. Most of the recent trans-
mission designs are based on
clutch-to-clutch shifting. Instead of
the transmission being full of
sprags to allow sloppy clutch and
band control, the engineers are de-
pending on sophisticated com-
puters to command the control
of each clutch. This also puts
much more demand on the
valve body to respond to the
computer signals exactly as
commanded.
As an example, you experi-
ence a 3-4 neutral bump on a
freshly rebuilt 46RE. This is
probably due to a weak OD
sprag. Remember, the only
reason the OD sprag is needed
is so the planet is held while
the OD directs are released
and until the OD clutches
apply. If the engineers and
programmers put more com-
puter controls (and another
apply piston) on this transmis-
sion, the sprag could be elimi-
1
2 3
Valve-body cutaway
showing porosity
Valve-body cutaway
showing scoring
nated and you would have a
clutch-to-clutch shift.
With this thought in mind, the
computer programmers provided
leeway to allow for some manufac-
turing tolerance or changes that
normally occur during the life of
the vehicle. This is typically called
adaptive strategy. So long as ALL
the sensors and the systems on the
vehicle are working correctly, the
computer should have no problem
achieving perfect shifts throughout
the life of the vehicle. So whats
left to cause shifting problems?
These days, a lot of the causes for
slips, flares and bumpy shifts are
usually not found with the friction
elements. It boils down to valve-
body and solenoid issues.
So lets look at some ways to fix
the transmission with a better
knowledge of whats going on in
the valve body. In general, valves
and/or the valve-body bores can
get worn. This causes pressure loss
or cross leaks. At some point, wear
can get so bad that a valve will
physically get stuck on a worn
ridge or will hydraulically lock up
Valve-body cutaway showing worn (polished) area
January 2011 51
from a flooded
balance-oil cir-
cuit. Unlike a
torque converter,
which most
shops do not
have the equip-
ment to open
and inspect, a
valve body can
be taken apart
and inspected.
All this takes is a
little time, some hand tools and knowledge of what to
look for.
After you have disassembled, cleaned and organ-
ized the valve-body parts, look at all the valves and
springs. These are usually the easiest pieces in which
to find wear or failures. Most valves in a modern trans-
mission are made of lightweight metal with hardened
wear surfaces. Once this hardened surface is damaged
or worn, the valve should be replaced. Also pay close
attention to the edges of the spools. They need to be
sharp all the way around. As a test, drag the valve
across your fingernail; the sharp edge of a good spool
will scrape off some of your nail.
Now its the valve bodys turn. Each bore should be
inspected for wear, ridges, scoring and any damage.
Keep in mind that you can use several methods to de-
tect worn or damaged valve bodies. You can find wear
such as scoring and ridges just by visually inspecting
the wear surfaces of the bores.
David Skora is technical director for Valve Body PRO.
TD
4 6
You can use a small inspection light to show up scor-
ing, rub marks and ridges inside the bore surfaces.
5
Using a scribe to feel a ridge
A & Reds Transmission Parts, Mail: 3737 W
29th St S, Wichita, KS 67217-1005, PH:316-
942-5300, TF:800-835-1007, FX:316-942-8947,
WEB: www.areds.com, parts@areds.com
5104, 5105, 5106, 5107, 5108, 5109, 5111,
5113
All Automatic Trans Parts Inc., Mail: 554 N
Columbia Blvd, Portland, OR 97217-1036,
PH:503-240-2840, TF:800-461-5396, FX:503-
240-2839, WEB: www.allautotransparts.com,
drew@allautotransparts.com
5107
5101 Manufacturer of Valve Body
Test Equipment
5102 OE Manufacturer of Valve
Body Components
5103 Manufacturer of Aftermarket
Valve Body Components
5104 Distributor of OE Valve Body
Components
5105 Distributor of Aftermarket
Valve Body Components
5106 Distributor of Remanufactured
Valve Bodies
5107 Distributor of Valve Body
Cores
5108 Remanufacturer of Valve Body
Components
5109 Remanufacturer of Valve
Bodies
5110 Packager of Valve Body
Modification Kits
5111 Distributor of Valve Body
Modification Kits
5112 Manufacturer of Aftermarket
Solenoid/Solenoid Kits
5113 Distributor of Aftermarket
Solenoids
5114 Packager of Valve Body
Assembly Lubricants
5115 Packager of Lubricants to
Reduce Sticky Valves
5116 Bore Brushes
Allomatic Products Co., Street: 609 E Chaney
St, , Mail: PO Box 267, Sullivan, IN 47882-
0267, PH:812-268-0322, TF:800-568-0330,
FX:812-268-0417, WEB: www.allomatic.com,
apcsales@allomatic.com
5103, 5104, 5113
ATI Performance Products Inc., Mail: 6747
Whitestone Rd, Baltimore, MD 21207-4103,
PH:410-298-4343, TF:877-298-5031, FX:410-
298-3579, WEB: www.atiracing.com,
info@atiracing.com
5103
Auto Matic Kings, Mail: 725 Rivera St,
Riverside, CA 92501-1059, PH:951-782-0901,
TF:888-782-0901, FX:951-782-7404, WEB:
www.automatickings.com, keith@automatick-
ings.com
5104, 5105, 5106, 5107, 5108, 5109, 5111,
5113
Automotive Wholesalers Inc., Mail: 9345 Penn
Ave S, Bloomington, MN 55431-2320, PH:952-
884-2336, TF:800-231-3011, WEB:
www.uslink.net/~jurkovsj/index.htm,
awi@tds.net
5104, 5105, 5106, 5111, 5113
Blumenthal Automatics, Mail: 504 SW 4th St,
Oklahoma City, OK 73109-5102, PH:405-236-
4800, TF:888-236-4800, FX:405-232-0436,
WEB: www.blumenthalmfg.com, mhoaas@blu-
menthalmfg.com
5105, 5106, 5107, 5111, 5113
BorgWarner Transmission Systems, Mail: 1350
N Greenbriar Dr Ste B, Addison, IL 60101-
1037, PH:630-261-9980, FX:630-261-9986,
WEB: www.borgwarner.com, ppetrucci@borg-
warner.com
5102, 5112
California Trans. Products (CALTRANS), Mail:
525 S Santa Fe St, Santa Ana, CA 92705-4141,
PH:714-953-9282, TF:800-995-4611, FX:714-
953-2614, WEB: www.caltransparts.com,
steve@caltransparts.com
5104, 5105, 5106, 5107, 5111, 5113
Central Valve Bodies, Mail: 15551 S Highway
66, Claremore, OK 74017-2658, PH:918-341-
0266, TF:877-341-0266, FX:866-826-1847,
WEB: www.centralvalvebodies.com,
donny@centralvalvebodies.com
5108, 5109
D & E Automotive Products Inc., Mail: 654 E
10 Mile Rd, Hazel Park, MI 48030-1259,
PH:248-398-7877, TF:800-245-9754, FX:248-
398-1430, WEB:
www.performancetransparts.com, gerry@per-
formancetransparts.com
5104, 5105, 5106, 5111, 5113
DACCO Inc., Street: 741 Dacco Drive,
Cookeville, TN 38506, Mail: PO Box 2789,
Cookeville, TN 38502-2789, PH:931-528-7581,
TF:800-443-2226, FX:931-528-9777, WEB:
www.daccoinc.com
5104, 5105, 5106, 5107, 5111, 5113
Eriksson Industries, Mail: 146 Elm St Ste B,
Old Saybrook, CT 06475-4130, PH:800-388-
4418, TF:800-388-4418, FX:860-395-0047,
WEB: www.zftranspart.com,
eriksson.indust@snet.net
5104, 5105, 5106, 5108, 5111, 5113
EVT Parts, Mail: 1155 N McKinley Ave, Los
Angeles, CA 90059-3504, PH:323-758-1302,
TF:866-388-7278, FX:323-758-9999, WEB:
www.evtparts.com, evtparts8825@netscape.net
See Our Ad Page: 23
5106, 5107
Fatsco Transmission Parts, Street: 337
Changebridge Rd, Pine Brook, NJ 07058, Mail:
PO Box 635, Pine Brook, NJ 07058-0635,
PH:973-227-2487, TF:800-524-0485, FX:973-
227-5414, WEB: www.fatsco.com, fatsco@opti-
mum.net
5104, 5105, 5106, 5107, 5111, 5113
FB Performance, Mail: 85 Cleveland Ave, Bay
Shore, NY 11706-1224, PH:631-242-0008,
TF:800-769-1118, FX:631-243-3054, WEB:
www.fbperformance.com, fbp@fbperfor-
mance.com
5103, 5108
Valve-Body Suppliers
January 2011 53
Mid States Transmission Parts, Mail: 209 W
76th St, Davenport, IA 52806-1342, PH:563-
386-7166, TF:800-325-6772, FX:563-386-7822,
WEB: www.mstp.net, midstates001@aol.com
5104, 5105, 5106, 5107, 5108, 5110, 5111,
5113
Midwest Hard Parts, Mail: 4930 Highway 44,
Hamlin, IA 50117-7509, PH:712-563-2313,
TF:877-799-4783, FX:712-563-2514,
kathy.mhpi@hotmail.com
5106, 5107, 5113
Midwest Performance Converter, Mail: 4225
Hiawatha Ave, Minneapolis, MN 55406-3329,
PH:612-724-3295, TF:800-262-2063, FX:612-
724-3314, WEB: www.midwestconverter.com,
john@midwestconverter.com
5104
Midwest Transmission Supply (MTS), Mail:
8625 I St, Omaha, NE 68127-1617, PH:402-
731-4500, TF:800-731-4510, FX:402-731-1542,
WEB: www.midwesttransmissionsupply.com
5104, 5105, 5106, 5107, 5111, 5113
Milestone Inventions, Mail: 25240 TWE Rd Ste
254, Calgary, AB T3L 3P7 CANADA, PH:403-
234-7547, TF:800-449-8726, FX:403-234-7546,
WEB: www.milestoneinventions.com,
at4000george@hotmail.com
5103
Mustang Advanced Engineering, Mail: 2300
Pinnacle Pkwy, Twinsburg, OH 44087-2368,
PH:330-963-5400, TF:888-468-7826, FX:330-
425-3310, WEB: www.mustangdyne.com,
sales@mustangdyne.com
5101
NATPRO, Mail: 5151 Heliotrope Ave, Vernon,
CA 90058-5500, PH:323-562-2111, TF:800-
333-2330, FX:323-562-9130, WEB: www.nat-
pronet.com, dave@natpronet.com
5104, 5105, 5106, 5107, 5111, 5113
Nogalitos Gear Co., Mail: 433 New Laredo Hwy,
San Antonio, TX 78211-1925, PH:210-923-
4571, TF:800-929-5103, FX:210-923-8205,
WEB: www.ngparts.com, dennis@ngparts.com
5104, 5105, 5106, 5107, 5111, 5113
Omega Machine & Tool Inc., Mail: 2949
Promenade St Ste 100, West Sacramento, CA
95691-6412, PH:916-372-6001, TF:800-601-
7722, FX:916-372-6020, WEB: www.omegama-
chine.com, info@omegamachine.com
5103, 5108
Remanufactured Torque Converters
IHigh quality components
IMeet or exceed OEM specifications
IDomestic or import
Hard Parts
INew Used Remanufactured
IStock Heavy Duty Performance
800-783-9699 Email: info@americantorqueinc.com www.americantorqueinc.com
Knowledgeable, experienced staff
Quality Products Competitive Pricing Immediate Shipping
Future Transmission Parts, Mail: 1227 Medical
Center Pkwy, Murfreesboro, TN 37129-2222,
PH:615-895-4405, TF:800-635-2877, FX:615-
849-3438, WEB: www.futuretransmission-
parts.com, futuretrans1@bellsouth.net
5105, 5106, 5111, 5113
G-TEC, Street: 611 W Kathryn, Nixa, MO
65714-1079, Mail: PO Box 1079, Nixa, MO
65714-1079, PH:417-725-6400, TF:800-725-
6499, FX:417-725-3577, WEB: www.g-tec.com,
sales@g-tec.com
5101
LUBEGARD by International Lubricants Inc.,
Street: 7930 Occidental South (98108),
Seattle, WA 98108, Mail: PO Box 24743,
Seattle, WA 98124-0743, PH:206-762-5343,
TF:800-333-5823, FX:206-762-7989, WEB:
www.lubegard.com, ili@lubegard.com
5114, 5115
Matech BTA Inc., Mail: 1570 Boulevard St.
Charles, Drummondville, QB J2C 4Z5 CANA-
DA, PH:819-478-4015, TF:800-567-0929,
FX:819-474-4907, WEB: www.matechbta.com,
mvalois@matechbta.com
5101, 5103, 5104, 5105, 5106, 5107, 5108,
5109, 5110, 5111, 5112, 5113
Mid America Parts & Cores, Mail: 330 N.
Kansas Expressway B/Rear, Springfield, MO
65802-4351, PH:417-866-1466, TF:888-611-
1466, FX:417-866-1543,
midamericaparts@gmail.com
5104, 5105, 5106, 5107, 5111, 5113 continues next page
Valve-Body Suppliers
Portland Transmission Warehouse, Mail: 1016
SE Hawthorne Blvd, Portland, OR 97214-3611,
PH:503-233-4966, TF:800-444-4556, FX:503-
233-2642, WEB: www.portlandtrans.com,
sales@portlandtrans.com
5104, 5105, 5106, 5111, 5113
RatioTek By Transcel, Mail: 15902A Halliburton
Rd # 272, Hacienda Heights, CA 91745-3505,
PH:626-968-2754, FX:256-961-8563, WEB:
www.ratiotek.com, info@ratiotek.com
5103, 5110, 5111
Raybestos Powertrain, Mail: 711 Tech Dr,
Crawfordsville, IN 47933-1400, PH:765-364-
3500, TF:800-729-2671, FX:765-364-4573,
WEB: www.raybestospowertrain.com,
raypt@raybestospowertrain.com
See Our Ad Page: 13
5103, 5104, 5113
Ream Man Valve Bodies, Mail: 235 S Homer
St, Lansing, MI 48912-4612, PH:517-337-
4681, TF:877-337-4681, FX:517-664-1206,
WEB: www.reamman.com,
coryh@reamman.com
5108, 5109
Reman Industries Inc., Mail: 1551 Pratt Blvd,
Elk Grove Village, IL 60007-5714, PH:847-
228-8787, TF:800-729-8726, FX:847-228-8799,
WEB: www.remanindustries.com,
dcardone@remanindustries.com
5107
Rostra Precision Controls Inc., Mail: 2519
Dana Dr, Laurinburg, NC 28352-4000, PH:910-
276-4853, TF:800-782-3379, FX:910-276-1354,
WEB: www.rostratransmission.com, transin-
fo@rostrtransmission.com
See Our Ad Page: 19
5102, 5103, 5112
Smart Blend Synthetics By Life Automotive,
Mail: 6727 Theall Rd Ste B, Houston, TX
77066-1215, TF:888-422-9099, FX:281-631-
0460, WEB: www.smartblend.com, smart-
blend@aol.com
5114, 5115
Sonnax, Street: 1 Automatic Drive, Bellows
Falls, VT 05101, Mail: PO Box 440, Bellows
Falls, VT 05101-0440, PH:802-463-9722,
TF:800-843-2600, FX:802-463-4059, WEB:
www.sonnax.com, info@sonnax.com
See Our Ad : Inside Front Cover
5103, 5110, 5113
Superflow Technologies Group, Mail: 4060
Dixon St, Des Moines, IA 50313-3942,
PH:515-254-1654, TF:888-442-5546, FX:515-
254-1656, WEB: www.superflow.com, prod-
ucts@superflow.com
5101
Superior Transmission Parts Inc., Mail: 3770
Hartsfield Rd, Tallahassee, FL 32303-1121,
PH:850-574-2369, TF:800-451-3115, FX:850-
575-9097, WEB: www.superior-
transmission.com, superiortransmission@com-
cast.net
See Our Ad Page: 11
5103, 5110, 5111, 5116
TCI Automotive, Mail: 151 Industrial Rd,
Ashland, MS 38603-6720, PH:662-224-8972,
TF:888-776-9824, FX:662-224-8255, WEB:
www.tciauto.com, tech@tciauto.com
5103, 5105, 5106, 5108, 5109, 5110, 5111
Teal Automotive Inc., Mail: 450 Industrial Dr,
Dunkirk, IN 47336-9607, PH:765-768-7726,
TF:800-722-0215, FX:765-768-1607, WEB:
www.tealautomotiveinc.com, bethfallis@tealau-
tomotiveinc.com
See Our Ad Page: 45
5107, 5108, 5111
TeckPak/Fitzall, Mail: 3386 S Westwood Blvd,
Poplar Bluff, MO 63901-7375, PH:573-785-
8238, TF:800-527-2544, FX:573-785-3303,
WEB: www.teckpak.com,
customerservice@teckpak-fitzall.com
5103
Texas National Transmission Parts, Mail: 9812
N Houston Rosslyn Rd, Houston, TX 77088-
2132, PH:713-983-0463, FX:713-983-9845,
myoder127@yahoo.com
5104, 5105, 5111, 5113
Toledo Driveline LLC, Mail: 1110 Napoleon St,
Fremont, OH 43420-2328, PH:419-355-1200,
TF:888-604-9811, FX:419-355-1230, WEB:
www.toledodriveline.com, info@toledodrive-
line.com
5113
Slauson Transmission Parts
Right Part, Right Price, Right Now!
Phone Hours: Open 7:00 am to 5:00 pm/ PST
CaII (800) 421-5580 LocaI (510) 768-2099 FAX ( 510) 768-8298
Used, New & Rebui l t Hard Par t s, Sof t Par t s,
EI ect ri caI Components & FI ywheeI s
Order onl i ne at Sl auson. com
January 2011 55
Circle No. 27 on Reader Card Circle No. 13 on Reader Card
TPS Transmission Parts Supply, Street: 1713
Milam, Texarkana, TX 75505, Mail: PO Box
7589, Texarkana, TX 75505-7589, PH:903-
792-1354, TF:800-527-8782, FX:903-792-1052,
WEB: www.tpstransmissionparts.com,
sales@tpstransmissionparts.com
5104, 5105, 5106, 5107, 5111, 5113
Transmission Exchange Co., Mail: 1803 NE ML
King Blvd, Portland, OR 97212-3926, PH:503-
284-0768, TF:800-776-1191, FX:503-280-1655,
WEB: www.txchange.com, mail@txchange.com
5105, 5108, 5111, 5113
Transtar Industries Inc., Mail: 7350 Young Dr,
Cleveland, OH 44146-5390, PH:440-232-5100,
TF:800-359-3339, FX:440-232-0632, WEB:
www.transtar1.com, info@transtar1.com
See Our Ad Page: 5
5104, 5105, 5106, 5107, 5108, 5109, 5111,
5113
United Tranz Core, Mail: 4400 Homerlee Ave,
East Chicago, IN 46312-2679, PH:219-378-
8800, TF:866-824-7278, FX:219-378-8803,
WEB: www.unitedtranzcore.com,
gabriel_s@sbcglobal.net
5107
Valve Body Pro, Mail: 16870 Joleen Way Ste 4,
Morgan Hill, CA 95037-4608, PH:408-778-
2161, TF:877-611-PROS, FX:408-852-3502,
WEB: www.valvebodypros.com, valve-
bodypro@gmail.com
See Our Ad Page: 51
5101, 5108, 5109, 5112, 5113
VBX - ValveBody Xpress, Mail: 150 Mid Atlantic
Pkwy, West Deptford, NJ 08066-1858,
PH:856-848-0908, TF:866-2GET-VBX, FX:856-
848-1080, WEB: www.valvebodyxpress.com,
kdevlin@valvebodyxpress.com
See Our Ad Page: 47
5109
Whatever It Takes Inc.(WIT), Street: 4282 E
Blue Lick Rd, Louisville, KY 40229, Mail: PO
Box 547, Hillview, KY 40129-0547, PH:502-
955-6035, TF:800-940-0197, FX:502-955-6077,
WEB: www.wittrans.com, sales@wittrans.com
See Our Ad Page: 55
5105, 5106, 5107, 5108, 5111, 5112
TD
Time-Saving Diagnostic System
The Bulletin Filter is a diagnostic system designed to en-
able shops to identify and solve problems in the fastest,
simplest and most-cost-efficient way. Developed by
Midwest transmission retailer and rebuild center Waterloo
Transmissions, the system associates relevant technical
bulletins with specific trouble codes identified on initial
road tests so
technicians dont
waste time look-
ing at unrelated
information, the
company said.
The system is
available for use
by any ATSG or
ATRA member.
GM 6L80/6L50/6L90 Kit Enhancements
Cortecos TransTec
kit number 2508 for 2006-up GM

6L80 applications now includes the second-design (late)
pump-stator-ring kit with expanders and the 3-5-reverse
inner D-ring for the second-design (late) 3-5-reverse
piston. Kit numbers
2523, for 2006-up
6L50, and 2530, for
2007-up 6L90, also
include the late
second-design pump-
stator-ring kit with
expanders. Kits with
a date code of
10/8/2010 and after
include these
enhancements, the
company said.
Reloads for 722.6 Valve-Repair Kit
Superior Transmission Parts has released singular valve
reloads for its K093 722.6/NAG-1 Lubrication Pressure
Regulator (LPR) Valve Bore Repair Package. The single
valves are for replacement after the five valves supplied
with the K093 kit have been used. Superior notes that the
valve is not a stand-
alone product but
must be used with
the companys
repair package.
Filtration Systems
G-TEC is now a distributor of Oberg filtration systems and
replacement filter screens. The permanent filters can be
used on shop equipment such as transmission cooler-line
flushers and fluid exchangers and can be installed in
customers
vehicles to filter
ATF, engine oil and
fuel, the company
said. G-TEC has
discontinued the
Check Chamber II
option on its
flushers and
now recommends
the use of Oberg
filters.
January 2011 57
Rebuilt Valve Bodies
A & Reds has teamed up with Central Valve Bodies to
supply quality rebuilt valve bodies to rebuilders. The valve
bodies are rebuilt using Sonnax parts and updates and are
tested using the VBT4000 and Sol
X 2000 valve-body dynos,
according to the company.
All valve bodies have a
12-month
warranty.
Gasket De-bonder
G*Release is a chemical solution that will de-bond the
bonded gaskets on separator plates. All you have to do is
mix it 1-to-1 with hot water,
submerge the plate into it
and walk away, according to the
company. The gasket usually will
come off the plate within an hour.
The solution, available in gallon
jugs or in pints, can be reused
numerous times and is
biodegradable.
ZF 5HP24 Pressure-Regulator Valve
Two common problems stem from pressure-regulator-
valve and bore wear in ZF 5HP24 transmissions:
delayed/no reverse due to low line pressure and B-clutch
breakage due to high line pressure. Sonnax oversized pres-
sure-regulator-valve kit 139740-01K eliminates these and
other wear-related complaints, the company said. Oversize
the bore using the
specially designed
F-139740-TL tool
kit, then install this
kit for a long-last-
ing repair thats
more cost-effec-
tive than an expen-
sive valve-body
replacement.
Differential & Transfer-Case Overhaul Kits
Canada-Wide Parts Distributors now carries differential
and transfer-case overhaul kits from Quality Gear designed
to fit a wide range of automotive applications. Each kit
includes high-grade stainless-steel bearings and seals as
well as other essential parts required for a complete
differential or transfer-
case rebuild, the
company said. Quality
Gear manufactures
premium-quality
aftermarket parts for
automotive and heavy-
truck drivelines, trans-
missions, differentials,
transfer cases and
steering pumps.
Toolboxes, Carts & Cart Garages
Lista International Corp. has introduced its new
Technician Series toolboxes, technician carts and cart
garages. The toolboxes feature full-extension drawers, a
440-pound capacity and a variety of worktop choices.
Listas carts and cart garages offer versatile mobility with
secure storage,
allowing secure
storage for techni-
cian tools without
having to empty
the cart at night.
The garage keeps a
clean professional
look to securely
hide the cart when
not in use, the
company said.
Dodge Diesel Steel Stator Kit
TCS Products has released its Diesel Performer steel stator
for the 518/618/47RH/RE and 48RE series of torque con-
verters. Redesigned stator-blade count and profiles com-
bine to improve the fluid coupling, transferring more
torque to the rear wheels and resulting in lower tempera-
tures, increased fuel economy and vehicle performance,
the company said. The stator kit comes with billet alu-
minum caps and snap rings and is available for both lockup
and non-lockup converters.
Circle No. 107
on Reader Card
Circle No. 110
on Reader Card
Circle No. 106 on Reader Card Circle No. 109on Reader Card
Industry
News
Private Equity Firm Completes
Acquisition of Transtar Industries
The sale of Transtar Holding Co., parent company
of Transtar Industries Inc., from Linsalata Capital
Partners to Friedman Fleischer & Lowe (FFL) closed
in late December. FFL is a San Francisco-based pri-
vate equity firm focused on investing in U.S. middle-
market companies.
Linsalata acquired Transtar in August 2005.
This investment by Friedman
Fleischer & Lowe is a testament to
Transtars proven track record over
a period of 35 years and the compa-
nys great prospects for continued
growth, said Greg Gyllstrom, chief
executive officer of Transtar. FFL
has a long history of partnering
with management teams to achieve
a companys business goals, and we
look forward to working with them
on this next chapter of our success story.
We are excited to be partnering with the Transtar
management team as the company enters its next
phase of growth, said Rajat Duggal, FFL managing
director. We believe that Transtar is well positioned
to maintain its industry leadership position by con-
tinuing to offer best-in-class customer service and the
industrys broadest product line. We look forward to
working with Greg and his management team to cap-
italize on opportunities to grow the business.
Gyllstrom said the change in corporate ownership
would not alter Transtars day-to-day operations. As
weve told our employees, customers and suppliers, it
will be business as usual in all of our operations, es-
pecially in serving our customers, Gyllstrom said.
In addition, we are proud to confirm that well con-
tinue to call Greater Cleveland our home.
Our priority is to help our customers succeed in
their businesses. We plan to further expand our prod-
uct line and work hard to ensure we continue to de-
liver the same high quality of service, delivery and
logistical support.
VBX Adds New Team Member
Joe Cangelosi has joined VBX-Valve Body Xpress.
Cangelosi has more than 45 years of diverse trans-
mission experience and a dedication to exceptional
professionalism and customer service, according to
Tim LaCerra, company president. Joe is an excellent
addition to our growing team, and his philosophy
mirrors that of VBX. He has the de-
sire and commitment to providing
this industry with the highest-quali-
ty product, along with the best pos-
sible product support.
His transmission-industry experi-
ence includes employment as a
transmission technician, builder and
international technical consultant.
While working as a technical con-
sultant, he also presented technical-
training seminars and classroom instruction.
Arizona Transmission Machine
Tool Wins Magazine Award
Arizona Transmission Machines EZ-DRIVER is
among PTEN (Professional Tools and Equipment
News) magazines Top 100 Tools for 2010. Every year
PTEN allows its readers
to choose recipients of
the award.
The EZ-DRIVER tool
set allows technicians to
create more than 200
special installers for
bearings, gears, seals,
hubs and sleeves on au-
tomatic transaxles, man-
ual transmissions and
differentials.
Authorized Transmission Moves
into Larger Remanufacturing Plant
ATR Authorized Transmission Remanufacturing
Inc., a supplier of fleet transmissions in the U.S. and
Canada, has moved into a 100,000-square-foot reman-
ufacturing plant in Mundelein, Ill. The modern facili-
ty provides ATR with the needed space and resources
to meet its growing business, the company said.
The plant has an enclosed cleaning/processing de-
partment, soundproof dyno-testing area, large re-
manufacturing area for cellular and rebuilder work
stations, employee and customer training room, and a
large parts department and warehousing for its prod-
uct line.
ATR also is nearing completion of its ISO
9001:2008 Quality Certification through Perry
Johnson Registrars.
TD
Greg Gyllstrom
Joe Cangelosi
January 2011 59
MARKETPLACE
MARKETPLACE
Parts
Parts Performance Performance
Custom Built to
Your Trucks Specifications!
DODGE CUMMINS
Transmissions, Torque Converters & Valve Bodies
Triple Disc Torque Converters have Limited Lifetime Warranty!
Premium Transmissions have 3 yr./100,000 Mile Warranty!
Dyno Tested & Developed on Our In-House
2400 lb. ft. Chassis & 500 HP Trans Dynos
563-778-2719
To view our equipment go to
www.goerendtransmission.com or www.goerend.com
1-800-524-0485 P.O. Box 635, Pine Brook, NJ 07055
TRANSMISSION PARTS
U.S. Mfg. From 1946 to Date Automatic Car and Light Truck
HYDRAMATIC
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DYNAFLOW
JETAWAY
ROTO
FM 2
Etc.
www.fatsco.com
E-mail: fatsco@verizon.net
PERFORMANCE PRODUCTS FOR SALE?
Call Mike Anderson at 1-800-274-7890
for Your Ad Placement
HARD PARTS FOR AUTOMATICS
FOREIGN & DOMESTIC
Se habla
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Specializing in supplying cores to the
rebuilding industry worldwide
Hard Parts
Complete
Transmissions
Torque Converters
Transfer Cases
716-893-2661
Automatic & Standard Transmissions
RATES
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MARKETPLACE
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Parts Parts Parts
Save the case,
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SERVO BORE
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NORTHLAND TRANSMISSION INC.
715-458-2617 www.servobore.com
Save the case,
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Pat. #6,192,567
ZF TRANSMISSIONS
O.E.M. PARTS
OEM KITS, HARD PARTS, FLUIDS.
AUDI-BMW-JAGUAR-LAND ROVER-PORSCHE-SAAB-VW AND OTHERS.
404-351-9559
THE RIGHT PARTS-FIRST TIME-EVERY TIME-ON TIME.
TbR TRANSMISSION PARTS
Authorized ZF Parts Distributor For Passenger Cars
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HARD PARTS FOR Domestic and Foreign
AUTOMATIC TRANSMISSIONS
TORQUE CONVERTERS
WE HAVE OVER 500,000 PARTS IN STOCK
CALL 602-971-0477
getithardparts.com WE SHIP UPS DAILY
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FOREIGN & DOMESTIC
WE HAVE WHAT YOU NEED
ES IT ALL*
BRIAN OR ALBERT
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BRIAN OR ALBERT
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All Foreign and Domestic Hard Parts
WHOLESALE!
Toll Free: 1-888-440-8726
Toll Free: 1-888-356-0200
Fax: 1-973-465-8649
www.qualitytranspartsinc.com
We now carry a complete line
of soft parts, electrical
and torque converters
Se Habla Espaol
WE STOCK OVER
1 MILLION PARTS
January 2011 61
MARKETPLACE
MARKETPLACE
MARKETPLACE
MARKETPLACE
Full line of quality hard parts
Reman valve bodies
Soft parts
Torque converters
Specializing in hard-to-find parts
State-of-the-art machine shop!
WE WELCOME RETAIL AND WHOLESALE
888-782-0901
www.automatickings.com
E-mail:sales@automatickings.com
Parts Parts Parts
stedave@earthlink.net
www.stecouplers.com
stedave@earthlink.net
www.stecouplers.com
MARKETPLACE
MARKETPLACE
Remanufactured Units Parts Parts
Products, Service or
Business for Sale?
Call Mike Anderson
at 1-800-274-7890
for Your
Ad Placement
WE STOCK OVER
1 MILLION PARTS
All Foreign and Domestic Hard Parts
WHOLESALE!
Toll Free: 1-888-440-8726
Toll Free: 1-888-356-0200
Fax: 1-973-465-8649
www.qualitytranspartsinc.com
We now carry a
complete line of
soft parts, electrical
and torque converters
Se Habla Espaol
Remanufactured Units
PH: 877-626-8726 Fax: 850-222-3102
www.mantrans.com
Specializing in all Domestic &
Foreign manual front wheel drive
transaxles & rear wheel drive
transmissions.
All are Dyno-tested & have a
12 month unlimited mileage,
nationwide warranty.
We have new & good used
manual transmission &
transfer case parts.
ERIKSSON INDUSTRIES
1-800-388-4418
Authorized Parts Distributor
Remanufactured Units DYNO TESTED
1 YEAR UNLIMITED MILE WTY
Hard Parts: NEW / USED / REMANUFACTURED
Soft Parts / Friction Kits / Steel Kits / Repair Manuals
Lifetime Fluids / Rebuild Kits / Valvebody Kits
1-800-388-4418
Fax: (860) 395-0047
www.erikssonindustries.com
January 2011 63
MARKETPLACE
MARKETPLACE
Tools & Equipment Tools & Equipment
1-800-245-1869
www.washparts.com
TEMCO est. 1978
DESIGNED BY REBUILDERS
FOR REBUILDERS
MADE IN USA
Let us show you the TEMCO difference!
Customer service is our top priority!
Grainger replacement parts.
Try TEMCO Soap For Your Washer!!
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Leading The Industry Since 1978
www.Trans-Tool.com
Arizona Transmission Machine,
manufacturer of Award winning EZ-DRIVER and
Honda 4- and 5-speed Bushing R&R Tool Kit.
Available @ www.ez-driver.com or Call Mike
Tilley @ 602-992-2961
TRANSMISSION
DYNO/CV TESTER
800-725-6499
ph. (417) 725-6400 fax (417) 725-3577
www.g-tec.com
VISIT OUR
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REAM MAN VALVE BODIES
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REAM MAN VALVE BODIES
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Valve Bodies
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For Sale: Answermatic VBT4000 valve body
machine with oil heater. Includes over 30 plates.
For more info contact Steve at Farmers Repair,
316-799-2697.
Help Wanted
MARKETPLACE
MARKETPLACE
Advertiser Page Reader
# Card #
Index to Advertisers
R.O. Writer Software
Used by 100s of transmission shops across the
country. Prepackaged labor operations, interface to
Mitchell or AllData. www.advance-soft.com or call
860-429-3721.
SuperFRED powered by Management
Feedback Systems, Inc.
Easy to use automotive shop management
software. MFS has provided management software
for over 24 years to automotive repair
professionals. Call for FREE 90-day version of
SuperFRED. Outstanding technical Support.
Try before you buy. Call 888-637-3733.
www.mfsfred.com, sales@mfsfred.com
Software
NATIONAL EMPLOYMENT
HEADQUARTERS
for the transmission industry
We make it easy to relocate.
Employees and shop owners
www.transteam.com
American Torque.................................53.............1
ASA Membership ................................27...........99
BulletinFilter.com.................................37...........26
Certified Transmission ..........................7.............2
Consolidated Vehicle Converters........35.............3
EVT Parts...........................................23.............4
Information Source.........................48-49
Jasper Engines & Transmissions.......BC.............5
Randys Ring & Pinion ..........................9.............8
Raybestos Powertrain.........................13.............9
Rostra Transmission ..........................19...........12
Schaeffler Group/LuK..........................21
Showpower 2011 ..............................32a.........100
Silver Star Transmission .....................55...........13
Slauson Transmission Parts ...............54...........14
Sonnax ..............................................IFC...........15
Superior Transmission Parts...............11...........16
Teal Automotive Inc. ...........................45...........17
Transmission Digest Binder ................41
Transmission Specialties ..................24a...........19
Transmission Tech/Talk ......................25
Transmission University
Seminar CDs .................................IBC
Transtar Industries ................................5...........20
TransTec by Corteco.............................3...........21
TransTec by Corteco...........................43...........22
Valve Body Pro ...................................51...........24
ValveBody Xpress...............................47...........25
WIT......................................................55...........27
Business Opportunity
NEWS BRIEF
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Call us: 877-298-5031
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Over 52 distribution points
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FREE GAS & FREE GROCERIES
www.charliebrowning3.com/freegas.html
Builder, experienced in foreign and domestic
automatic and standard transmissions.
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& warm climate. Only experienced high achievers
with exceptional sales skills and good verifiable
work history need apply.
Art Eastman, 714-325-7777
TransShopConsultant@msn.com
BorgWarner Agrees to Buy
Haldex Traction Systems
BorgWarner said it has signed an agreement to acquire the Traction
Systems division of Haldex Group, a supplier of all-wheel-drive systems
in Stockholm, Sweden, for about $205 million.
This acquisition supports our continuing strategy to be a global tech-
nology leader in providing powertrain solutions, said Timothy M.
Manganello, BorgWarner chairman and CEO. With the acquisition of
Haldex Traction Systems, BorgWarner has added a strong and well-re-
spected brand of all-wheel-drive products that will complement our cur-
rent portfolio as well as our customer and geographic mix.
The move is expected to accelerate BorgWarners growth in the global
all-wheel-drive (AWD) market as it continues to shift toward vehicles
based on front-wheel drive (FWD). The acquisition will add industry-
leading FWD/AWD technologies, with a strong European customer
base, to BorgWarners existing portfolio of front- and rear-wheel-drive-
based products, Manganello said, enabling the company to provide
global customers a broader range of all-wheel-drive solutions to meet
their vehicle needs.
The deal is expected to close in the first quarter of this year subject to
standard regulatory approvals.
Seminar Audio Recordings 2010
Transmission Technical
Package of 11 2010 Transmission Technical CDs $145
10-T01 Toyota U150/U250 . . . . . . . . . . . . . . . . . . . . . . . . .$19
Wayne Colonna, ATSG
In-depth coverage includes all aspects of diagnostics and rebuilding.
10-T02 Controller Area Networks . . . . . . . . .Two Disks $21
Bernie Thompson, Automotive Test Solutions
Understanding what the CAN system does and how it does it.
Note: Thompson presented a more basic course in understanding CAN
systems at Showpower 2009. This recording is available as well
Order 09-T04
10-T03 Domestic Bus Diagnostics . . . . . . . .Two Disks $21
John Thornton, Auto Train
Using the CAN for dead-on diagnostics.
10-T04 Hybrid Repair . . . . . . . . . . . . . . . . . . .Two Disks $21
G Jerry Truglia, Automotive Technician Training Services
Complete with case studies, a session designed to put you into the
profitable hybrid repair business.
10-T05 Mitsubishi Units . . . . . . . . . . . . . . . . . . . . . . . . . .$19
Bob Nuttal
An examination of diagnostic procedures and rebuilding issues
encountered on Mitsubishi units.
10-T06 Technical Buffet . . . . . . . . . . . . . . . . . . . . . . . . . .$19
John Parmenter, Precision International Tech Advisory Board
Hands-on advice on a variety of units from this noted trainer, shop
operator and transmission rebuilder.
10-T07 Nissan RE5R05A . . . . . . . . . . . . . . . . . . . . . . . . . .$19
Jim Dial, ATSG
In-depth exploration of rebuilding tips and diagnostic tricks for these
import units.
10-T08 R&R Installation Issues . . . . . . . . . . . . . . . . . . . .$19
Mike Steen, Certified Transmission
Tips from the Certified network of installation shops on solving the
most often encountered problems.
Shop Management
Package of 9 2010 Management CDs $139
10-M01 Am I Getting Paid Fairly? . . . . . . . . . . . . . . . . . . .$19
Tom Langer, Undercar Digest Business Editor
A study of common retail shop pitfalls. Owners often undercharge and
underpay themselves.
10-M02 Proactive Outside Selling . . . . . . . . .Two Disks $21
Terry Greenhut, Transmission Digest Business Editor
Why wait for business to come to you? Proven methods for increasing
sales.
10-M03 Big Ideas For Small-Business Growth . . . . . . . .$19
Robin Crow, Dark Horse Recording Studios
Author, musician and motivational speaker, Crow explores growth
potentials within the reach of every small-business owner.
10-M04 Competition For Customer Loyalty . . . . . . . . . . . .$19
Bill Haas, ASA VP of Education
Creating and maintaining a loyal customer base in a competitive
marketplace
10-M05 You Aint Seen Nothing Yet! . . . . . . . . . . . . . . . .$19
Bill Haas, ASA VP of Education
New technologies are impacting and will continue to impact the
capabilities and profitability of the retail aftermarket.
10-M06 Increasing Sales Part I . . . . . . . . . . . . . . . . . . . . .$19
Maylan Newton, Educational Seminars Institute
Tips on listening to customers to know what they want to purchase
10-M07 Increasing Sales Part II . . . . . . . . . . . . . . . . . . . .$19
Maylan Newton, Educational Seminars Institute
Tips on listening to customers to know what they want to purchase
10-M08 Work Place Safety . . . . . . . . . . . . . . . . . . . . . . . . .$19
Carl Mustari, Certified Environmental Compliance Manager
Creating the safe workplace environment that will keep OSHA and
other agencies away from your bays
Visa and MasterCard Accepted Make Checks payable to: M D Publications, Inc.
U.S. Orders: Includes Postage & Handling Mail: PO Box 2210 Springfield, MO 65801-2210
Allow 4 to 6 weeks for delivery E-mail: editor@mdpublications.com
International Orders: Please inquire for shipping charges Phone: 417-866-3917 or 800-274-7890 Fax: 417-866-2781
Handouts on CD
PDF Format includes Management and Transmission Technical session materials distributed . . . .$50
Seminar Audio Recordings 2010

Transmission Digest January 2011

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Transmission Digest January 2011

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VOLUME 30, NO.

ec ransTTe TTr . e for a faster rebuild with virtually no comebacks

ec ransTTe TTr s why they rebuild with

VI fluid, P/N 88861003

4.0 graphing meter

kit number 2508 for 2006-up GM

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