VOLUME 29, NO.

5 JANUARY 2010

D I G E S T ®
The Automotive Powertrain Industry Journal

A518 • AW 6 • BW 4473 • E4OD • 4L60-E • 722.6/NAG1 • TF-60SN • T56 • 3650 • U341E/F

10 Kits from Sonnax for 722.6 Mercedes
2.

1A.

3.
4.

9.
10. 1B.

1c.
7. 5.
8.

6.
PROBLEM SOLUTION Tool Required Part Number

• Harsh, bumpy or flare shifts

1. Overlap Control Valve Sleeve Kits 68942-05K*
• Slipping gears * 1A. 68942-04 1B. 68942-03 1C. 68942-02 (also available separately) Kit fits 3 Locations!

• Reduced line pressure F-68942-TL16 68942-16

2. Oversized Manual Valve
• Delayed drive/reverse engagement & VB-FIX New!

• Harsh Lockup 3. TCC Damper Valve & Sleeve Kit 68942-23K

New!

• Converter apply/release complaints F-68942-TL10

4. TC Lockup Clutch Regulator Valve Kit 68942-10K
• Converter codes & lube failures & VB-FIX

• Delayed engagements F-68942-TL14

5. Lubricating Pressure Control Valve Kit 68942-14K
• Poor performance/higher stall speeds & VB-FIX New!

• Loss of 2-3 shift F-68942-TL7

6. Pressure Regulator Valve Kit 68942-07K
• 4-3 neutral on downshift & VB-FIX

• Loss of 2-3 shift F-68942-TL6

7. Outer Pressure Regulator Sleeve 68942-06
• 4-3 neutral on downshift & VB-FIX

• Harsh, bumpy or flare 1-2/4-5 Shifts 8. 1-2 / 4-5 Overlap Valve Kit F-68942-TL19 68942-19K
• Slipping gears 111 & VB-FIX New!

• Delayed engagement 9. Oversized Regulating Valve Pressure F-68942-TL14 68942-17K

• Up/down shift flare Control Valve Kit (Early & Late Units) & VB-FIX New!

• Delayed engagements 10. Regulating Valve Pressure Control Valve Spring

68942-01
• Flared 2-3, 3-4 or 4-5 shifts (’99 & Earlier Units)

More information is available

at www.sonnax.com

Automatic Drive • Bellows Falls, VT 05101-0440 USA • 800-843-2600 • 802-463-9722 • F: 802-463-4059

©2010 Sonnax Industries, Inc.

Circle No. 9 on Reader Card

VOLUME 29, NO. 5 JANUARY 2010

D I G E S T

One-Stop Service
On The Cover Technical Apex Transmissions & Automotive
Center provides a wide range of services
to take care of its customers’ needs in
Reman Revealed Shift Pointers . . . . . . . .10 one place.
Use of knowledge and technology to Diagnosing code P0770 in a
achieve a precise and rigorous Toyota U341E/F
Page 4
standard of testing is combined
with state-of-the-art remanufacturing
processes at ETE Reman. Tech to Tech . . . . . . . .18 Features
Page 14 In tough economic times,
diagnosing and repairing Valve Bodies: The
cars may take on a Most-Challenging Issue
different turn. to Rebuilders . . . . . . . .37
Technically Speaking®: . .24 Valve-Body Suppliers . . .42
722.6/NAG1 problems
caused by valve-sleeve and
bore wear

Up to Standards . . . . . .29 Business

Using the correct lubricant in
transmissions, differentials It’s Your Business . . . . .32
and transfer cases is critical Balancing productivity-
to proper operation. based compensation with
the need for security and a
Dodge-to-Allison regular paycheck
Conversion . . . . . . . . . .35
AW Six-Speed:
Valve-Body Diagnosis . . .38
News & Previews
Torque Converter
Tech Tips . . . . . . . . . . .50 From the Publisher ..........2
Checking converter covers Catalog Showcase .........47
and pistons for cracks
Information Source....48-49
R&R Tech . . . . . . . . . .52
Powertrain
Don’t overlook the basics when
Products..................56-57
diagnosing shift problems.
Industry News
TASC Force Tips . . . . . .54
Highlights .....................58
Differences between early-
and late-design accumulator Marketplace .............59-64
bodies in the TF-60SN (09G,
09K, 09M, 6F21WA) Index to Advertisers .......64

CERTIFIED

Transmission Digest (ISSN 0277-8300) is published monthly by M D Publications, Inc., 3057 E. Cairo, P.O. Box 2210, Springfield, MO 65801-2210. Advertising inquiries are welcome, by mail or telephone,
(417) 866-3917; Fax (417) 866-2781; [email protected]. Advertising rates furnished upon request. Advertiser and agency agree to indemnify and protect the publisher from unauthorized use of any
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Copyright© 2010 by M D Publications, Inc. All rights reserved. Advertisements and Signed articles do not necessarily reflect the opinions of Transmission Digest or its management. Editorial contributions
welcome, but return of manuscripts, models or other artwork not guaranteed unless accompanied by a self-addressed stamped envelope. Information contained in Transmission Digest has been carefully
compiled from industry sources known for their reliability, but M D Publications does not guarantee its accuracy. Other M D Publications: Undercar Digest, Tech/Talk, and Short Line. M D Show Division:
TRANSMISSION/UNDERCAR EXPO 2010, March 18-20, Nashville, Tenn. Periodicals Postage paid at Springfield, Missouri, and additional entry offices.
POSTMASTER: Please send address changes to Transmission Digest, P.O. Box 2236, Springfield, MO 65801-2236.

January 2010 PRINTED IN THE U.S.A. 1

 TRANSMISSION DIGEST
M D Publications, Inc.
(417) 866-3917

From the Executive

Publisher Carol Langsford

President

By Bobby Mace Michelle Dickemann

Vice President
Bobby Mace
Publisher
[email protected]

Editorial
Gary Sifford
Editor
[email protected]
Wayne Colonna
Technical Editor

T
ransmission Digest wishes line.com where you can follow
Terry Greenhut
our readers and sponsors the link and make an electronic
Business Editor
a happy and prosperous donation via credit card. Ken;
Mike Weinberg
new year, one and all. his wife, Julie; and their family
Contributing Editor
I was saddened to hear just thank you for your support.”
after the December issue was Art Department
printed that a good friend, Ken
Cluck, past president of the Showpower plans are evolv- Jay Young
ing as well. With a newly Creative Director
Torque Converter Rebuilders
Association and longtime em- opened Nashville warehouse, Lonnie Bolding
Transtar will be hosting the Art Administrator
ployee of Oregon Converter,
was having health problems. 2010 ATSG seminar March 20
in conjunction with Circulation
Ken, with his phenomenal
technical knowledge, has been Showpower in Nashville. Dudley Brown
a willing and active volunteer, ATSG’s general seminar covers Circulation Manager
supporting both transmission a wide variety of updates and Mike Turner
and torque-converter aftermar- tips for a large number of pop- [email protected]
kets. ular units. ATSG’s participa- Stacy Bays
Ken’s diagnosis and subse- tion in the separate
quent treatment required ex- Showpower seminar program Advertising Sales
tensive travel and considerable focuses in-depth attention on
Mike Anderson
expense. He has, at long last, units that present problems to
[email protected]
returned home to recuperate, rebuilders.
but the family has been left Those attending the Accounting/Credit
with staggering medical and Transtar/ATSG seminar will
be provided with both time Muriel Lincoln
travel bills. Ken’s friends at Credit Manager
TCRA have established a fund and complimentary passes so
they may visit the exhibition Donna Blackburn
to help defray those expenses.
From TCRA: “The Ken hall. For more information on
attending the Nashville SHOWPOWER EXPO 2010
Cluck Support Fund, PO Box March 18-20
1011, Manchester Center, VT Transtar/ATSG event, contact
Nashville, Tenn.
05255-1011. Or, log onto the ATSG: 800-245-7722 or
www.atsg.biz. TD Bob Jacobsmeyer
TCRA website at www.tcraon- Exhibit Manager
[email protected]

Founder
Les Langsford,
1928–1993

2 Transmission Digest
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Circle No. 2 on Reader Card
Apex Transmissions & Automotive Center

One-Stop
Service
Owners Danny and Angela Safon and their children, T.J., 16, and Arianna,
13. T.J. and Arianna work in the shop when they’re out of school.

W
hen Danny and Angela Safon start-
ed Apex Transmissions &
Automotive Center in Apex, N.C.,
41⁄2 years ago, they literally put all they had
into the business.
“When we opened this shop we put our
house up as collateral,” Danny said. “We
didn’t lease anything. Everything was
bought by refinancing our house, taking all
our money out and just going for it. We put
everything on the line. We put our whole life
into this, and it worked out for us.”
Angela is the principal owner of the fami-
ly-operated business and was the driving
force behind their opening a shop of their
own. Starting with one full-time technician
and Danny working evenings, she operated
the shop for a month and half until there
was enough business that Danny could quit
his job at another shop in the area and work
full time at Apex. He had been a transmis-
sion builder for 20 years, the past nine of
Danny scans a vehicle for diagnostic trouble codes. continues page 6

4 Transmission Digest
Circle No. 4 on Reader Card
Apex Transmissions & Automotive Center

Apex has five service bays plus a mobile lift. John is a full-time general-automotive technician.

which had been in North Carolina. the foreman overseeing service op- ago. He has three tow trucks and is
“The last four years he was at a erations at the 5,000-square-foot looking to add a fourth. “We start-
dead end,” Angela said. “He was shop in Apex, a town of about ed out with one truck to support
the top transmission rebuilder, and 27,000 north of Durham. He diag- Apex Transmissions, and it’s blos-
there were no more raises, nothing. noses vehicle problems, builds and somed into a full-blown towing
We were at the stage where we installs transmissions, and helps operation.”
were not going anywhere. So I manager Al Labriola with cus- Danny, who’s from Long Island,
started looking for a place for us to tomer service as needed. N.Y., was working as a builder
go into business. Unfortunately, it “Whatever needs to be done in the when he met Al, a New Jersey na-
took us a year to find a place. shop, I’ll pick it up and take care of tive, who came to work at Apex
“I’d been in the accounting field it. I just do everything, and that’s about 21/2 years ago. “I brought
for 20 years, and I’ve been in the how it’s always been and it always him on because I liked his style,”
tax field for 15 years, so it’s a good will be that way, because I’ve got Danny said. “He’s a good sales-
flow. Danny does all the automo- to have my hands in it or else I’ll man.”
tive end of it, and I make sure that go crazy.” Since Danny’s expertise was in
everything accounting- and tax- In addition, Danny operates transmission repair, the shop spe-
wise goes smoothly.” Peak Towing, a separate business cialized in transmissions but also
Danny describes his function as he and Angela started two years continues page 8

Manager Al Labriola handles customer service and

Owner Angela Safon behind the counter assigns jobs to the technicians.

6 Transmission Digest
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www.transtec.com Circle No. 14 on Reader Card

Apex Transmissions & Automotive Center

One of three tow trucks operated by

Peak Towing, a separate business
Danny operates.

gets the blame. We take care of it.

Everybody’s treated totally equally
here.”
“You know, you don’t have to
be afraid of the manager, you don’t
have to be afraid of the owner, and
it works,” Al said. “Our comeback
rate here is 1% or less.”
Close to 40% of Apex’s business
comes from customer referrals,
and Danny spends a good part of
Albert is the shop’s full-time rebuilder. his time on outside sales to land
new accounts and keep existing
offered a wide range of general house the transmission-repair op- ones.
automotive repairs. eration. “We are still in the For the past several months,
“As things evolved our cus- process of looking to find the right Apex has been gathering an assort-
tomers asked us to do all the auto- location for that.” ment of vehicle mechanical parts to
motive. We started with a lot of “The way we see it,” Al said, put together a customer-education
transmission work, and the auto- “the customer today is looking for display in the office. “We’re going
motive has grown to be a big part convenience, and they don’t want to set up what we call kind of a
of the business now. As we to go to five or six different shops learning center for the customers
evolved we started doing major to get their vehicle serviced. so when they come in, instead of
automotive. We do anything now, “Some of these things, like tires, having a bunch of posters on the
including diesel work.” we don’t look at them as profit board they can actually look at it
“It has evolved,” Angela said, centers; we look at them as con- and touch it,” Al said. “We believe
“but from day one our philosophy venience for the customers. when that’s set up we’ll probably
was one-stop shop. The only thing “The way we run this shop, be the only shop in this area, at
we haven’t done that is our philos- when that customer comes in the least that we know of, that has
ophy, we’re still trying to imple- door until the car leaves, we be- something like that for customers.
ment detailing, so that every car lieve in a seamless flow. We don’t We’re always evolving. In this
that comes into this shop will not like breaks in the action. We try to business you can’t stay stagnant.”
only get any service that it needs make it as efficient as possible.” A repair shop has to communi-
done but it also will get cleaned If a technician can’t continue cate effectively to make customers
and detailed and everything. But with a specific job because he’s feel comfortable, Al said. “We
my problem is space and the econ- waiting for a part to be delivered, think one of the most-important
omy, and we can’t find a good de- for example, he moves on to an- things is you can’t make them feel
tailer. other task until the part arrives. like they aren’t knowledgeable.
“We would like to expand and “We’ve just got to give everybody The customer is smart today. They
do another whole shop, and we in here credit.” go on the Internet, they go on
want to do it right here in the local The shop also encourages tech- blogs, they read, they call around,
area with one building in front of nicians to make decisions instead so our theory on things is this:
the other.” The front building of coming to the owner or manag- Don’t play games with them, don’t
would be general automotive and er every time there’s a question. try to mislead them; tell them the
serve as the customer reception “We’re one team,” Danny said. truth. Give them a premium job at
area, and the back building would “If something happens, nobody a fair price.” TD

8 Transmission Digest
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Circle No. 5 on Reader Card
TECHNICAL TRAINING Shift Pointers
Author: Subject: Essential Reading:
Wayne Colonna, ATSG Code P0770 Rebuilder
Transmission Digest
Unit: Shop Owner
Technical Editor
Toyota U341E/F
Center Manager
Vehicle Applications:
Diagnostician
Toyota Matrix, Pontiac Vibe
R&R

Toyota U341E/F
Diagnosing Code P0770

I
n the Import section of ATSG’s “Shifting Great in 2
2008” training seminar, one subject that was han-
dled in the Toyota U341E/F segment of the semi-
nar was the elusive code P0770. What makes this code
so elusive is that it points to a fault for shift solenoid
E. The technician tries to determine which is shift so-
lenoid E and cannot. Nor can the technician determine
whether the code indicates an electrical problem or a
mechanical one.
This still seems to be a problem, as evidenced by
the calls that continue to trickle in on our technical
hotline about this dilemma. Code P0770 is a mechani-
No valve in this location
cally generated code for the lockup solenoid, which
Toyota calls the SL solenoid. The code basically repre- Note: Manuals may show a lockup-control-valve
sents anything that can cause the converter clutch to lineup in this location.
slip. If it were an electrical code indicating a problem
with the wiring from the computer down to the sole- in Figure 2. Of all E and F valve bodies that were in-
noid, or the solenoid itself, code P0773 would be set. spected, not one had this valve, so this bore being
Figure 1 shows the location of the SL solenoid. empty does not mean you have found your P0770
Some repair manuals, including the factory manual, problem.
show a lockup control valve in the location illustrated To diagnose the P0770, you should start by check-
ing two valves in the valve body and the SL solenoid.
Figure 3 shows the location of the lockup-relay and
1 solenoid-relay valves. Check the bores for wear and to
continues page 12

Solenoid-relay
valve

Lockup-relay
valve

SL solenoid
Shift solenoid E

10 Transmission Digest
Circle No. 7 on Reader Card
Shift Pointers

4
Torque-Converter Clutch Off

Lockup-relay
valve

Solenoid
modulator
feed

Solenoid-relay
valve

SL
When the SL solenoid is off, oil from the solenoid
solenoid-relay valve is drained through off
the X port on the SL solenoid.
Copyright © 2008 ATSG
X

5 Torque-Converter Clutch On

Lockup-relay
valve
Solenoid
modulator
feed

Solenoid-relay
valve

SL
solenoid
When the SL solenoid is on, oil passes through the solenoid, on
stroking the solenoid-relay valve to the left, in turn stroking
the lockup-relay valve to the right and applying the TCC.
X Copyright © 2008 ATSG

6 No air should exit here

see whether those valves stroke correctly and
when the solenoid is off Blow air here easily.
Figure 4 illustrates the operation of the
lockup system when the converter clutch is
off. Figure 5 illustrates the operation of the
lockup system when the converter clutch is
on.
Figure 6 explains how to check the SL sole-
noid with compressed air. Also be sure to
check the exhaust circuit of the solenoid when
the solenoid is off as explained in Figure 4. If
Energize the solenoid
and air should exit here all this checks out, the input-shaft rings, pump
and converter will need to be inspected. TD

12 Transmission Digest
Circle No. 10 on Reader Card
 Posed with ETE’s original logo at
its Milwaukee facility are Noah
Rickun, Sam Loshak, Lawrence
Loshak, Mikhail Shakhnovich,
Bob Uszler and Jon Besherse.
The new logo below reflects
the company’s shifted
focus to exclusively
transmissions.

“A
s a company, we are keeping the flexibili-
ty to adapt to any issue or change that the
industry brings to us,” says Sam Loshak,
CEO and founder of transmission remanufacturer
ETE Reman. Loshak’s department leaders are gath-
ered in the company’s Milwaukee headquarters to
share a glimpse of the company with Transmission
Digest readers. In the 85,000-square-foot facility, the
company’s 150 employees remanufacture 20,000 auto-
matic transmissions and transfer cases a year.
Sam reflects: “We are making sure that we keep
pace with the evolution of the transmission itself and
of our industry as well. Current technology brings us
something better and faster every day. It’s the same
for transmissions, as we face new systems like the
CVTs and CAN-bus systems now on more and more
vehicles. These systems include protocols that the
The ETE machine shop splits its time between remachin- OEMs are not sharing with the aftermarket, so we
ing parts and creating specialized tooling and fixtures for have to find ways of cracking those codes on our own
the plant. in order to be able to properly build and test these

14 Transmission Digest
particular units and support our
customers.”
“We are lucky to have a talented
engineering staff that is dedicated
to this evolving process,” says
Mikhail Shakhnovich, executive
vice president of ETE Reman.
“Now, high-tech is becoming the
center of the business we do. It’s
no longer a case of putting nuts
and bolts together, as our industry,
like so many others, has become a
high-tech industry.”
“In the end, what we create has
to be done in such a manner that
we are always conscious of deliv- Each of the five dynamometers has been specifically enhanced to perform
ering or creating value for our cus- certain tests required by the ETE production team.
tomers,” says Noah Rickun, vice
president of sales of ETE Reman.
Production manager Jon Besherse concentrates his that allows next-day delivery anywhere in the coun-
efforts on plant operations to support inventory re- try.”
quirements. “Our goal is to make sure we have the Jon adds: “Our remanufacturing process is best de-
unit on the shelf, in our national distribution network, scribed as a hybrid system, because the volume and

TE as a business goes back more than 25 Over the years, transmis-

E years and always has remained flexible
enough to react to changes in the market, tech-
sion demand went up as
engines became more com-
nologies and customer demand. plex and expensive. A
Sam Loshak started in the salvage business rather low-volume trans-
in 1979. He saw a growing demand among his mission-remanufacturing
customers for engines and transmissions and operation that was on the
realized they seldom planned to install the unit second floor of the engine
themselves. So in 1985, he opened his first factory was replaced with
engine- and transmission-repair facility in an 85,000-square-foot
Milwaukee, eventually opening two more, with a transmission-remanufactur-
total of 45 lifts. As the repair facilities became ing facility with six distri-
successful, more engines and transmissions bution hubs across the U.S. ETE founder
were required on a daily basis and some cus- Lawrence Loshak Sam Loshak
tomers wanted a more-reliable option other explained, “At some point it
than used. became obvious that people would be more
“In addressing that problem, I became one of prone to replace a transmission, but an engine
the very first people to use the term ‘remanu- failure usually led to trading in the vehicle.”
factured’ to better describe the engines we The ETE installation facilities today, one with
sold. Taking a used engine and remachining the 20 lifts and the other with 15, continue to play a
bores, valve seats and replacing all the worn valuable role. The company notes that the abili-
components resulted in something that was vir- ty to keep in touch with customer and market
tually new but certainly couldn’t be marketed as needs is vital. “After all, the shops are prof-
new; hence, remanufactured.” itable and we want our customers to know they
The business grew rapidly, and to increase can become just as successful,” Lawrence
efficiency and to fulfill the demand he opened observed. ETE’s product is often installed and
his own factory, remanufacturing engines and researched in the company’s own shops before
transmissions just for his own repair facilities. it is offered for sale to customers across the
Loshak then explained that the ETE factory country.
became so efficient that it was producing more Lawrence Loshak adds, “There is definitely
product than his shops required, which is when an advantage to getting firsthand experience
the sale of engines and transmissions to other with the vehicle, particularly in developing a
retailers throughout the area began. product and support for installing them.”

January 2010 15
The valve-body department inspects,
builds and tests the valve-body prior A conveyor moves cores through the disassembly, cleaning, paint and case
to installation. prep processes.

complexity of each transmission will determine how always been to minimize damage to components and
many people will be working a particular cell or area. maximize efficiency in the assembly process.
The majority of the activity is team building; for ex- “I noticed builders had a difficult time holding
ample, our 604 area, where each person assembles a parts, especially removing and installing bushings
specific component and others complete the final as- and seals during assembly,” Uszler said. “Over the
sembly.” past three years we have created over 1,000 fixtures
“And, as demand changes we are flexible as to the and tools. This investment in tooling along with our
number of people working on a specific cell. Because continuing efforts to improve product quality shows
we are constantly cross training, we may have six in our finished products.”
people working a line one month and only three the “We have both great equipment and great people
following month while the other three move to assist and are able to make just about anything we need. We
in the assembly of another type.” have CNC machinery, Solid Works and Master CAM
Loshak believes that an experienced and talented design software to be able to fabricate any tooling, fix-
machine-shop team is one of the key assets ETE re- tures or parts that come to mind. Our time is split;
tained from its days as a remanufacturer of engines. 70% of our time goes to machining parts for our trans-
Bob Uszler is the manager and a master machinist missions, the remaining time being concentrated on
who supports the transmission production operation tooling and fixtures.”
with multiple remachined parts as well as design/fab- Loshak adds: “Each one of our builders is expected
rication of unique tooling and fixtures. The goal has to build a specific number of transmissions per day,
meaning we require tools that will maintain the vol-
ume from both an efficiency and quality standpoint.
That’s where Bob and his department shine.”
“Often it comes down to the old saying that if you
want it done right you do it yourself,” said Lawrence
Loshak, vice president of manufacturing. “In many
cases, the easy route doesn’t give us the performance
and quality that we require for our customers, so we
depend on our skilled machining department for a so-
lution. The same is true for every part we use. Every
component, gasket or kit goes through an evaluation
process before it gets introduced to a cell.”
Shakhnovich acknowledges that hard parts are
often difficult to source. He says ETE often turns to
the machine shop rather than risk using an aftermar-
ket replacement part. “We found many times that af-
termarket parts are not as reliable. So we end up
Processing and tracking orders are the everyday focus taking on the project in house and developing our
of the sales and customer-support department. own. In one instance, we pulled a unit out of produc-

16 Transmission Digest
 About 4,000 finished units are strategically warehoused
at the main facility and five satellites throughout the
One of ETE’s transmission-remanufacturing cells at work country.

tion for three years because there wasn’t a reliable

planet set. Eventually we developed a reliable process
to remanufacture those planets ourselves.”
Sam Loshak continues: “What’s important isn’t
whether or not we can buy or build that planet. What
is important is that we rebuild the planet in such a
way that it can withstand another 100,000 miles in the
car. This is where our special process becomes a very
big advantage.”
Lawrence Loshak also explained that the company
is very meticulous in its dynamometer testing.
“Simply running a transmission through its gears and
listening for noise is no longer sufficient. All of our
dynamometers go through an extensive modification After parts are machined they are carefully measured
process, in house, incorporating data acquisition, nu- before being put to use.
merous load cells, sensors, inertia wheels, heating ele-
ments for hot testing and much-more-powerful
motors. Every test collects 1,000,000 bytes of informa- “I think that in the future this industry is going to
tion in real time. The program is then able to make the be less concerned about who builds in house or out-
decision automatically if the transmission passes or sources. Today, the value and the buying experience
fails. We call this system CARS – Computer Aided are important to the end user. Shops are going to
Road Simulation.” flourish because they’re proficient at diagnosing
“The days of the basic four-speed hydraulically problems and servicing the needs of their customers –
controlled transmissions with a few solenoids have ASAP. Retail shops are going to have to make the in-
passed,” Besherse said. “The controlling of the trans- vestment in equipment that will allow them to work
mission is so much more dynamic with pulse-width on the more-complex cars that are being manufac-
modulation and variable pressure switches etc. For tured today.”
our testing to be accurate and valid, we actually have The retail facilities (see sidebar) are a selling point
to emulate all of that complexity here in house.” for ETE’s product line as well. The company-owned
The dyno room contains five of ETE’s highly modi- installation facilities face the same challenges that ETE
fied dynamometers, each specifically modified to pro- Reman’s customers face. “I believe that owning our
vide the tests ETE researched and developed for a own repair facilities lends credibility when we talk to
given unit. retail shops about our products,” Lawrence Loshak
ETE transmission customers include retail trans- says. “We aren’t just talking; we’re involved in the
mission-specialty shops, general-repair facilities, deal- very same day-to-day operations they face. We can,
erships, fleet maintenance contractors, and warranty and do, share information that we’ve learned about
and insurance companies. making a successful business by using ETE remanu-
“Over the past couple of years,” Rickun says, factured units.”
“we’ve become more involved in creating customer Rickun adds: “This is how Reman U came to life.
solutions than in simply selling remanufactured We have many custom-tailored presentations where
transmissions. Our department is helping our cus- we can train repair-facility owners and managers how
tomers discover ways to make more money by in- to increase their revenue using ETE Reman. ETE does-
creasing efficiencies, eliminating problems and n’t just make a great product but offers excellent cus-
increasing their level of service to their customers. tomer service as well.” TD

January 2010 17
TECHNICAL TRAINING Tech To Tech
Author: Subject: Essential Reading:
Jeff Bach No start Rebuilder
Vehicle Application: Shop Owner
1993 Eagle Talon 2.0 turbo
Center Manager
Diagnostician
R&R

Tough Times
Bring Out Creative Types
Diagnosing and repairing cars can take on a quirky and
sometimes creative turn during tough economic times!
©2010 AutoInc.

T
ough economic times bring arrives at our shop. As a result of charging-system quick check of
with them differing circum- economic times, we are seeing a disconnecting the battery while the
stances for different indus- new wave of problem cars with is- car is running to see if it is charg-
tries. For those of us in the sues that we don’t typically see. ing. By the time we get these cars
independent automotive-service Some common problems we’ve in the shop, in many cases there
field, we may be seeing more and seen lately are multiple modules are multiple problems and possible
more repairs being attempted by blown or not communicating be- modules replaced that aren’t pro-
less- and less-qualified technicians. cause someone worked on the car grammed, loose-fitting connector
It seems like there is an endless with the key on and disconnected pins etc. I was recently asked to
supply of advice to help automo- the battery, hooking and unhook- look at just such a car by a friend
tive-service “newbies” figure out ing a battery charger. I’ve even from another shop, who got the car
their car’s technical woes, thereby seen a recent resurgence in the continues page 20
saving them the time and trouble
of taking a car to a “professional.”
As our local mail-delivery guy 1
once said, “If a mechanic can fig-
ure it out, surely I can do it.” It’s
been my experience that there is a
persistent absence of respect for
the training, experience and equip-
ment needed by today’s techni-
cians to be able to actually
diagnose some of the problems en-
countered on modern automobiles.
Along with our normal percent-
age of problem jobs, we’re also see-
ing those do-it-yourself (DIY) jobs
that DIYers abandon after they
have had no luck. These DIYers
then turn to the mechanic working
part time at home, and when that
doesn’t work they go to the cheap-
est shop they can find, and when
that doesn’t work their car finally

18 Transmission Digest
Circle No. 13 on Reader Card
Tech To Tech
from the mechanic friend of the 2
owner, who tried doing his own
diagnostic work.
The car is a ’93 Eagle Talon 2.0
turbo that will almost run. I did a
few preliminary looks at power
and grounds, then a code check,
which turned up no ills so far. Two
of the plugs looked slightly rich
and two were lean. Compression
and basics were good. I printed a
pin chart of the electronic control
unit (ECU) and started getting
voltages and scope signals – begin-
ning with the most basic – after
verifying power and ground cir-
cuits. These would be the crank-
sensor and cam-sensor signals.
Figure 1 shows those results cap-
tured on the scope.
I tried to find a known good sig-
nal in my database and couldn’t. I
then searched the iATN waveform 3
library to no avail, which didn’t
surprise me in either case, since
this car gets both of these signals
from a Hall-effect distributor,
which would be unaffected by
cam/crank-phase relationship. I
then checked the coil firing, which
was good for all cylinders. The
next check revealed that the injec-
tion system was working on only
two cylinders. I used the current
probe to verify that only two injec-
tors (one group) were being trig-
gered by the ECU. The voltage at
the ECU for the injectors was pres-
ent and the resistance check
showed them to be correct. I
thought possibly the ECU moni-
tored the current level with a short
test pulse and perhaps wouldn’t
allow injector current if it saw too There is a single pulse at the be- power and grounds present, and
rapid a current buildup, as hap- ginning of the crank cycle, then the injector circuits intact and resist-
pens on some later models, but this injectors begin pulsing regularly ances good, I made the call that the
was not the case. with the cam-position (CMP) sig- ECU must be at fault.
Figure 2 shows the waveform nal on the working group. The This was the dreaded diagnosis,
for the working injector group ECU was supplying the first pulse since it was the most-expensive
along with the trigger signal. I took on the non-working group and part in the “guess chain” and all
the cover off the ECU to look for then nothing. My next shot was the other parts had been tried. I
presence of the much-touted leak- from the injector signal against the found a rebuilt unit reasonable
ing capacitors that this particular crankshaft (CKP) signal (Figure 3). enough and ordered it. When the
generation of ECUs is known for. I There was no pulse for the other part arrived, I plugged it in and
then traced the trigger signal back injector group. Since this was a dis- cranked the engine. Much to my
to the chip on the board that trig- tributor system with both dismay, it didn’t start. I did a few
gers the driver for the injectors. CMP/CKP signals present, all the continues page 22

20 Transmission Digest
Circle No. 99 on Reader Card
Tech To Tech
initial checks and started to get 5
that sinking feeling. The car was
doing the same thing – firing only
two injectors. I knew the odds of
having a second ECU doing the
same thing were not good. I start-
ed rethinking the possibilities.
I decided that there was a possi-
bility that the CMP/CKP correla-
tion could have an adverse effect
if, say, someone did not assemble
the distributor correctly. I decided
that it might be prudent to take a
closer look into it. I pulled the
cover off and took out the screw
that held the trigger wheel. The
trigger wheel is actually two sepa-
rate wheels pinned together
(Figure 4).

4
6

Turns out that the roll pin was

not quite through the second
wheel and it was slightly off from
its original position. I moved it
into the correct position and re-
assembled the distributor. The car
fired right up as if it was just
turned off. I was pleasantly sur-
prised. I took another shot of the
CMP/CKP-sensor signals for com-
parison and perhaps a reference. I
doubt that another technician is
likely to run across this problem,
but who knows? The waveform is
shown in Figure 5 for the correct the original problem was. I under-
correlation between the CMP/CKP stand people trying to save money Jeff Bach is the owner of CRT Auto Electronics, an
signals. by doing things themselves in try- ASA-member shop in Batavia, Ohio. For more
The difference is surprisingly ing times, but most people who information on this topic, contact Bach at (515)
slight, but it’s enough to create a will try to tackle car problems 732-3965. His e-mail address is jnabach@cur-
wouldn’t dream of taking apart rentprobe.com and his Web site is www.current-
headache for a few people. I had to
probe.com.
get one more shot of both groups their furnace or trying to put a belt
of injectors working. Figure 6 on a washer or dryer. They call a
This copyrighted article is reprinted with the per-
shows the CMP signal on Channel furnace man or an appliance-repair
mission of AutoInc., the official publication of the
1 with the injector current for both guy. Automotive Service Association (ASA). To learn
groups on Channel 2 as I went Hopefully, someday automo- more about ASA and its commitment to independ-
from cranking to running. biles will at least gain the respect ent automotive service and repair professionals,
With the adventure that this car that DIYers afford to their dish- visit www.ASAshop.org or call (800) 272-7467.
has been on, it’s hard to say what washer. TD

22 Transmission Digest
Circle No. 8 on Reader Card
TECHNICAL TRAINING Technically Speaking
Author: Subject: Essential Reading:
Wayne Colonna, ATSG Problems caused by valve-sleeve Rebuilder
Transmission Digest and bore wear
Technical Editor Shop Owner
Unit:
Center Manager
722.6/NAG1
Vehicle Applications: Diagnostician
Mercedes, Dodge, Jeep R&R

722.6/NAG 1
TCC judder

W
ith the large number of 722.6 transmissions 2
being used in both Mercedes vehicles and in
Dodge and Jeep vehicles, where it is called
the NAG 1, it is virtually certain that this transmission
will end up in your shop for repairs. It may be that
your shop refuses to work on Mercedes but Dodge
and Jeep vehicles are all too welcome. And so it is in
this way that if you have not worked on this transmis-
sion yet, you will. And it is not a bad unit to work on.
One problem this transmission is known for is
valve-sleeve and bore wear, such as the overlap-valve
sleeves and the pressure-regulator-valve bore. Yet an-
other bore-wear problem that is often overlooked
causes TCC judder, as described by the folks across
the pond in Europe. It is not quite what we might call
Courtesy of European Exchange Inc. and Turbine Tech Converters
continues page 26

Lubrication-pressure Bore wear in the valve body by this land

regulator valve causes increased converter-charge pressure

35
98

Pressure-regulator ED
ES
-BE
NZ

RC

valve ME

Copyright © 2010 ATSG

24 Transmission Digest
TECH/TALK READERS KNOW THE ANSWERS ALREADY!
Timely
Transmission Tech/Talk delivers answers and updates
for an unending variety of transmission systems.
Answers for the units you’re just starting to see and
updates for transmissions that you’ve been seeing
for years. Hydraulics, electronics, mechatronics and
more.

Concise
Transmission Tech/Talk is not a textbook nor a ram-
bling collection of long-winded articles. Tech/Talk is
for transmission professionals who need current
information that doesn’t take all day to read. The
“Complaint - Cause - Correction” format has made
Tech/Talk a favorite of the transmission repair pro-
fessional for many years.

Affordable
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bargain. There’s nothing else to purchase and no
membership required. Sign up today and begin
receiving eight fact-filled pages every month for just
$89 in the U.S. (slightly higher for non-domestic
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Start your subscription with a toll-free call.
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our Transmission Tech/Talk circulation manager. TM

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
www.mdpublications.com
Technically Speaking

3
Converter Elevated charge pressure pushes on the
clutch pressure plate, dragging the converter clutch

Converter “in” fluid enters the converter

between the stator shaft and converter neck

Converter “out” fluid returns to the TCC

control valve in the valve body between the
input shaft and stator shaft

Clutch-application pressure
travels through the center
of the input shaft

Copyright © 2010 ATSG

4 a chatter or shudder; it is more like

Pump Torque-converter-clutch
pressure on/off pressure a vibration. And depending on
Pump how good the main line-pressure
suction
Torque-converter
system is, the problem could be de-
“in” (from TCC scribed as a vibration followed by
K1 B1 K2 lockup valve) a very harsh engagement.
The valve we are talking about
that is often overlooked is called
To cooler the lubrication-pressure regulator
(from TCC valve (Figure 1). Why would you
lockup valve) look at the lubrication valve for a
TCC issue – and especially so if the
Torque-converter
“out” (to TCC transmission doesn’t have a lubri-
lockup valve) cation problem? But here is why: If
you have never seen the inside of
this converter you may not be
aware that it actually has a clutch
pack in it (Figure 2).
To turn the converter clutch on,
pressure is supplied to the clutch
drum through the center and out
the tip of the input shaft. Take the
pressure away and the clutch re-
leases (Figure 3). This means that
this style of converter has three cir-
cuits: (a) the circuit we just men-
tioned that applies and releases the
clutch pack in the converter, (b) a
converter-charge or “in” pressure
and (c) converter “out” to-cooler
pressure. It is the lubrication-pres-
B2 K3 B2 B3 sure regulator valve that regulates
Counterpressure Copyright © 2010 ATSG
the converter “in” pressure, which

26 Transmission Digest
becomes converter “out” 5
pressure to the cooler (see
identification of case and
converter-housing passages
in figures 4 and 5).
When the inboard land
of this valve begins to wear
the bore (Figure 1), unregu-
lated line pressure is able to
get into the converter-
charge or “in” circuit, in-
creasing the pressure inside
the converter (Figure 6).
The clutch-drum assembly
inside the converter used
for converter-clutch apply
has a typical clutch pack,
pressure plate and retain-
ing snap ring (Figure 2).
The pressure-plate end of TCC
this clutch-drum assembly fluid
“out”
is open to the converter- K1
charge or “in” circuit
(Figure 7). With elevated To
pressure inside the convert- cooler
er due to a worn lubrica- Pump
tion-valve bore, this B1 suction Pump K2 TCC TCC
pressure on/off fluid
pressure pushes on the
“in”
pressure plate, partially ap-
plying the converter clutch
and causing this vibration
complaint (Figure 3). When
the converter clutch is com- Vent
manded on, the vibration
stops, and depending on
the integrity of the main
line-pressure circuit this
application can be very
abrupt. This also explains Lube
why there is not a lubrica-
tion problem when this
bore wears, as it is not
starving the circuit but
rather increasing the pres- TCC
sure in that circuit. fluid From
out cooler
Another complaint this
worn-bore condition causes
is a stall into drive when To
cold. The reason is that the cooler
K1
lockup solenoid is pulsed
at about 40% in Park or B1
Neutral and is pulsed off
TCC fluid in
with a slight “on” time TCC on/off Pump Pump
overlap when drive is se- pressure suction
K2
lected. With increased pres-
sure inside the converter Copyright © 2010 ATSG
continues next page

January 2010 27
Technically Speaking

6
Fifth gear

MV TCC
1-2 RMV Cntl RMV
Pressure-regulator valve
4-5 pS Sol pMod

Lubrication
TCC lockup regulator valve
valve

Bore wear here causes increased

converter-charge pressure

Fifth gear – TCC on

MV TCC
1-2 RMV Cntl RMV
4-5 pS Sol pMod Pressure-regulator valve

Lubrication
TCC lockup regulator valve
valve

Copyright © 2010 ATSG

pushing on the pressure-plate side

7 Shown here are the turbine
shell and hub. The hub fits of the clutch pack in combination
into the TCC assembly mount- with a slight amount of apply pres-
ed in the cover as shown in sure in the piston side of the clutch
Figure 2. The turbine shell pack, there is enough of an appli-
splines onto the input shaft so cation of the clutch with cold oil to
that when the clutch applies
the shaft is driven at engine stall the engine. It is another bore
speed. This configuration also that needs to be inspected, and
allows for both the clutch-pack word has it that a repair kit for this
assembly and converter-charge is on its way. TD
pressure to be in the same
space. The pressure plate pro-
vides enough of a surface area Courtesy of European Exchange Inc. and Turbine Tech Converters Many thanks to Nino Luongo from
that increased charge pressure Beds Automatic Transmissions,
in the converter can press the plate down onto the clutch-pack assembly, England.
causing a slight application and producing a vibrating sensation.

28 Transmission Digest
TECHNICAL TRAINING Up To Standards
Author: Subject: Essential Reading:
Mike Weinberg, Using the correct lubricant in Rebuilder
Rockland transmissions, differentials and
Standard Gear transfer cases Shop Owner
Contributing Editor Center Manager
Units:
Tremec T56 & 3650, BW 4473 Diagnostician
R&R

Lubrication:
The squeaky wheel does not
always get the grease

T
he massive, never-ending matched to a specific fluid fill. inch; the two-cut should be set to
change in automotive tech- At one time transfer cases were 0.004-0.006 inch for proper opera-
nology has been making our simply mechanical power dividers tion.
daily routines more complicated. that were manually shifted. We The different materials used in
This has been going on for many now have a variety of transfer the limited-slip differentials de-
years and will never stop. If you cases that are “intelligent,” active, mand a specific additive to have
don’t spend at least a couple of electronically controlled units that the correct coefficient of friction for
hours a day reading up on the new can operate without driver input. the clutch to grab and release with-
units and various fixes, you will Many of these units are operated out slippage or chatter. You will
rapidly be left behind. by an internal clutch pack, similar find carbon fiber and sintered
One of the things often neglect- to those found in automatic trans- metal in many of these applica-
ed is lubrication of the transmis- missions. Just as in automatics, tions, and they all require the cor-
sion, transfer case and differential. these clutches will slip or generate rect fluids. Typically a rear end
As with the automatic transmis- a lot of heat and chatter if the unit will generate the most pressure in
sions there are now dozens of spec- is not filled with the correct fluid. the gear train, as the overall ratios
ified lubricants that a professional The differentials in most vehi- of the transmission and differential
shop must have available. What cles also have changed in their are very high in the lower gears.
used to work no longer does, and manufacture and design. There are Overall ratio for each gear is
putting the wrong lube into a late- now rear ends equipped with lock- achieved by multiplying the specif-
model unit will result in spoiling a ing carriers that can use clutches, ic gear by the rear-end ratio. The
good rebuild. You must use the viscous couplings or gear-driven accompanying chart will show you
correct fluid for the unit you are differentials to limit wheel slip in the overall ratio generated by a
working on. It sounds logical, but various driving conditions. Again, typical Corvette Z06 with a 3.73
if you understand why, it will go a the correct fluid here is critical to rear-end gearing.
long way toward preventing shift proper operation and long life.
complaints and outright failure There are different advances in
1st 2.97 X 3.73 = 11.08 overall ratio
under warranty due to incorrect gear technology in manufacture
lube fill. that have come into the market. 2nd 2.07 X 3.73 = 7.72 overall ratio
In the past most manual trans- There is the five-cut manufacturing
missions used brass or bronze syn- process that has been around for a 3rd 1.43 X 3.73 = 5.33 overall ratio
chronizer rings for smooth, long time in the production of
4th 1.00 X 3.73 = 3.73 overall ratio
clash-free shifting. Those materials ring-and-pinion sets. Now we are
are still in use, but new technology seeing the two-cut Phoenix design, 5th 0.80 X 3.73 = 2.98 overall ratio
has been developed using synchro which results in different setups
rings that are paper lined, carbon when a rear is being built. The 6th 0.62 X 3.73 = 2.31 overall ratio
fiber and sintered metal. For the five-cut process usually demands a
ring to work correctly, it must be backlash adjustment of 0.008-0.010 continues next page

January 2010 29
Up To Standards
It is easy to see from the num- compounds are separated and sold ures occur because of towing or
bers that there is a lot of pressure off. The remaining petroleum then low oil levels. I am sure you have
on the gears in mesh in the differ- is made into lubricants of various all seen the mess created by a tow-
ential in the lower gears and that types. truck driver who tows a front-
the pressure of the gears meshing Forgive me for making a very wheel-drive automatic with the
together declines in the higher complex process sound so simple, front wheels on the ground. The
gears. Rear-end lubricants contain but for the purposes we need it pump is not providing pressurized
EP (extreme-pressure) additives to will do. How the oil is cracked cre- lube, and by the time you see the
lessen the impact on the gear train. ates basic oil or synthetic oils. The planetaries they are melted. When
The American Petroleum Institute difference in the synthetic process a stick vehicle is being towed, the
(API) has designated six classifica- is that this form does not occur transmission is in neutral and the
tions of gear lubes that are based naturally. The cracking process for driveshaft is turning through the
on the amount of extreme-pressure the synthetic versions rearranges rear wheels. The driveshaft will
additives in the oil. the molecular chains in the oil into turn the mainshaft, but the counter
longer, stronger bonds. Now the gear and input gear are stationary.
refinery adds a package of com- How much splash does this gener-
GL1 Straight mineral gear oil pounds to the oil to make it work ate for the lube? In low-oil condi-
for a specific use. Friction modi- tions, transmission operating
GL2 Very mild EP gear oil
fiers, stabilizing agents, EP addi- temperatures rise dramatically, ad-
GL3 Mild EP gear oil tives, cling-enhancing agents, ditive packages die, and hard-to-
detergents and anti-foaming reach places like the pilot bearing
GL4 Medium EP gear oil agents are added at this point to on the nose of the mainshaft in the
create a product that will work cor- input bearing go to the great junk-
GL5 High EP gear oil
rectly for the intended use. yard in the sky.
GL6 Very high EP gear oil What makes synthetic oils worth Drivetrain lubricant levels are
the extra cost to you is the fact that always a problem for the vehicle
the longer, stronger molecular owner to check. Rarely are there
Again, using the correct lube in chains will tolerate more heat be- dipsticks to check the levels, and
the unit you are working on is the fore the additive package breaks most owners are lax on preventive
difference between success and down. The oil will always survive, maintenance and complain only
comebacks. as we can see by recycling our when things are past the point of
For some reason there is a great waste oil. The additives are dead no return. The correct fluid level is
mystique about lube oils. Perhaps or badly damaged through heat a must for long life. Encourage
it is not properly explained in the and contamination, but the oil can your customers to come in for rou-
manuals, or the massive amount of be purified and reused, with a new tine lube changes. It adds to your
advertising hype done by the lube group of additives added. bottom line and protects the unit
producers adds to the confusion. Manual transmissions, for the with fresh new lube that has the
Oil is oil; the devil is in the details most part, are “splash lubricated.” additive package intact.
of what is added to the oils to There are a few models, such as the Overfilling is just as bad as un-
make them suitable for use in a Tremec late-model T56 line, that derfilling. Overfilled units will
specific application. Although the have internal oil pumps driven off puke some oil out the vent, but you
viscosity (essentially thickness) of the counter gear for pressurized will have windage and overheating
the oil varies by application, it is lube. ZF has units that contain the issues. Windage is the increased ef-
the additive package in the oil that same setup, but most units are sim- fort that rotating parts require to
creates suitable performance for ply lubricated by the gears splash- run through the extra oil. In the
the intended use. You hear a lot ing the oil around inside the racing world, they run what is
about synthetic oils. What is the transmission case. known as dry-sump motors. There
difference between synthetic and In many designs there will be is little or no oil in the engine oil
natural oil? Again, oil is oil; it all shields, troughs, scoops or other pan. As the oil returns to the pan it
comes out of the ground. devices internal to the transmis- is sucked out by a scavenge pump
When crude oil goes from the sion to direct this oil to the parts and returned to the lubrication in-
well to the refiner, it is catalytically not easily reached by the splashing flow. This boosts horsepower and
“cracked,” a process of heat and lube. An instant recipe for disaster torque considerably, as the crank-
chemical reaction that separates is to leave these items out during shaft never has to run through oil.
the various components into us- repairs. Try running on the tide line at the
able form. Toluene, benzene, If the gear splash is lubricating beach, and then try running two
kerosene, gasoline and many other the unit, it is easy to see how fail- feet into the water. Moving the

30 Transmission Digest
water will triple your effort to
make forward progress.
Another side effect of
windage from too much oil is a
change in gear synchronization
and hard or notchy shifting.
When you dip the clutch to shift,
the excess oil slows the gear
train faster and changes the tim-
ing of the synchronization. A
classic example of this is the
Tremec 3650 transmission in the
Ford Mustangs. The design has
the fill plug too high in the case.
If you “fill to spill” one of these
units, it will not shift properly.
The fix is to drain out oil until
the level is 1/2 inch below the fill
plug.
Other designs have low-oil
conditions built in. Early models
of the BW 4473 transfer case
have the oil fill plug too low in
the case. The fix here is to fill
until it runs out the fill-plug
hole, tighten the plug and then
add an additional quart through
the speed-sensor hole. GM has a
tech bulletin out on this prob-
lem, finally.
Always check all vents in
units to make sure they are not
plugged, broken or obstructed.
We make and sell a very high
quality of lubricants for all the
transmissions and transfer cases
we sell. We did not do this to be
in the oil business, but as self-de-
fense. Because of the great num-
ber of special lubes now needed
to operate profitably in these
times, shipping the right oil with
the unit prevents a lot of phone
traffic that occurs after someone
dumps the wrong lube in a unit
to get the customer back on the
road on a Friday afternoon.
If you do a steady business
with a specific unit the proper
lube should be in your inventory
along with the other common re-
pair parts. There are a number of
lubrication guides available that
will help you put the correct
lube in any unit you are working
on.
TD
Circle No. 3 on Reader Card
January 2010 31
Business TRAINING It’s
It’sYour
YourBusiness
Business
Author: Subject: Essential Reading:
Terry Greenhut, Paying technicians on the basis Rebuilder
Transmission Digest of productivity
Business Editor Shop Owner
Center Manager
Diagnostician
R&R

Productivity-Based Compensation

M
any of our younger technicians are the prod- survive on the amount he or she makes they can’t stay.
uct of trade schools that are sponsored in part The problem is that when people are looking for a job
by automobile manufacturers. As such they they won’t tell you what they have to make for fear
are exposed to the concept of becoming line mechanics you won’t give them a tryout. They tend to accept al-
in dealerships after they graduate. Many are promised most any amount to get a foot in the door, hoping they
the opportunity to make a really good living, but for a will be recognized for their good work and offered an
significant number that never materializes. increase shortly after being hired. If that doesn’t hap-
Dealerships pay on the basis of productivity. pen they have to go. Since going through the hiring
Although there is nothing wrong with that – and, in process again in another month or two to replace those
my estimation, everyone working almost anywhere employees costs way too much in time, money and
should be paid on that basis – when a job is advertised emotional stress, I figured it was better to find out up
to make candidates believe they can make a certain front what the minimum number really was and see
amount of money, the opportunity needs to actually whether I wanted to meet it.
exist. Many shops and dealerships that advertise for If a prospect gave me an outrageously high number,
help quote the amount their highest earner makes to one that was way out of sync with the job classification
entice technicians. There may be only one technician in and/or the area, or if this person came off like a know-
the entire shop earning that much. He or she would no it-all prima donna, it would indicate that I shouldn’t
doubt be an “A” technician given the opportunity and go too much further with the interview. Having had
having the capability to flag 70 or more hours a week. some of that type of employees in the past I knew that
Younger, less-experienced technicians are given the nothing good could come of it. If the number was
small jobs that don’t allow them to pile up hours. something I could live with, I would continue. If the
If technicians come out of trade school, heads full of number was on the high end of the acceptable scale I
promises, and go to work in an environment that does- would then ask: “What makes you feel you deserve
n’t pay as promised and isn’t providing a reasonable that much? What can you do for me?” I would then let
chance for advancement, it will be difficult to get them the prospect tell me exactly how he or she was going
to accept another job that pays on the same basis. They to make me enough money to justify the salary re-
will be looking for some kind of a set salary or at least quest.
a guaranteed minimum. I tried several different methods of compensating
I like the concept of paying on the basis of flat-rate technicians over the years, but the only one that has
hours flagged, but I also understand how people feel ever made sense and could be counted upon over the
about security and the need to bring home a real pay- long term was and still is the “flat-rate-hour” method.
check. I know that if they can’t crank out a decent liv- It can be tweaked or modified somewhat to suit indi-
ing their minds won’t be on their work and they will vidual or group circumstances, but in all it makes far
continually be looking for other positions, so any more sense than any other type of incentive program.
money invested in additional training will be wasted That isn’t to say that it is the only compensation a tech-
when these employees leave. nician can receive. There can be incremental bonuses
When I interviewed new prospective employees, for reaching certain plateaus or additional spiffs for
one of my questions – to make sure what I was about finding and/or selling supplementary repairs and
to offer them was in the right ballpark – was, “How services, but it is an excellent base and a plan that you
much do you have to take home in order to live?” don’t have to keep changing.
I learned early on that if an employee can’t possibly continues page 34

32 Transmission Digest
Thanks to Dacco for putting itself on
display during Showpower ’10. Buses pick us up
in downtown Nashville for a 90-minute drive east
through the Smokeys to Dacco’s torque converter
manufacturing facility in Cookeville, Tenn.

At a tremendously busy factory you’ll see all aspects

of the converter remanufacturing operation including
teardown, machining, assembly, welding and testing.
Tour group leaders will answer your questions.
During the past several
years, Dacco has
applied cutting-edge
manufacturing concepts
to create a more
efficient plant that will
result in consistency and
quality of the products.

Before we return to
Nashville in time for all
Thursday afternoon
seminar sessions, our
hosts at Dacco will
treat us to lunch.
It’s Your Business
There’s a lot that I like about the “flat-rate” method, faster ways to perform certain difficult installations
but mostly it’s that the technicians set their own pay and repairs or can increase diagnostic skill by attend-
by the amount of work they produce, which means I ing and passing classes. A rebuilder can learn to do an-
never have to give anyone a raise just for being with other type of transmission or two and become more
the company a certain amount of time and I don’t skilled at diagnosing comebacks and “never-leaves.” A
have to concern myself with how high their pay goes. diagnostician can demonstrate faster and more-accu-
In fact, the more they make on that basis the happier I rate techniques for finding causes and cures. All tech-
am, because it just means that they are making me nicians can take and pass ASE certification tests; that
more. was one of my favorite things on which to base in-
It all sounds very easy, but there are control factors creases in flat-rate hour.
to be considered, such as: How much per flat-rate To get my guys to pass the certification tests I
hour should you pay? What actions would allow a would bet them significant amounts of money that
technician to get an increase in the hourly rate? At they couldn’t, but I wouldn’t set them up for failure.
what point would any bonus money kick in? What Instead, I would try to make them succeed by studying
shop rules would apply so that the technician has to with them using old tests and any literature I could
act as a part of the team and not simply bury his or her find. I wanted them to win for their benefit and mine
head in their own work without a concern for other as well.
technicians or the shop in general? What would a tech- Bonus levels can be set for the number of hours
nician’s minimum pay be if there weren’t enough flagged. For example, a base amount can be used as
work to allow for flagging a full week’s worth of the multiplier up to the first 40 hours, then a higher
hours? Does the service adviser sell the proper num- amount for hours between 40 and 60, and yet an even
ber of hours for each job? Does he or she assign the greater bonus amount for hours over 60.
right job to the proper technician? Are the normally re- Since this plan basically makes technicians think as
placed parts for any job preordered or in stock to en- owners who have to be responsible for productivity
hance productivity? and doing the job right the first time, they have to be
The service adviser has a much more integral role in made responsible for their own comebacks, because
this type of pay process than if the technicians were you can’t have technicians racing through jobs sloppi-
salaried or on an hourly wage. He or she has to an- ly with no fear of recrimination. Owners will be re-
swer to not only the boss for the hours they sell but sponsible for providing technicians with good and
also to all the technicians. If the service adviser doesn’t reliable information systems and parts, for removing
sell on the basis of the book time, adding any degree- bottlenecks from the shop’s activities, and for training
of-difficulty time noted in the book or on account of service advisers to assign the proper job to the right
the technician’s experience with the hassles of a partic- technician on the basis of skill level and to price prop-
ular job, then he or she is cheating the shop and the erly without fear.
technician. If the service adviser is scared of the cus- All this taken into account, the “flat-rate-hour” pay
tomer and deducts time, thinking the customer would- method is simple, it tracks easily, it gives technicians a
n’t pay that much or can’t afford it, everyone is feeling of purpose, and it makes service advisers
likewise being cheated. Service advisers need to com- sharpen their skills. Looks like a win-win-win to me.
municate well with technicians to ensure that the right One caution: Check the labor laws in your state be-
amount of time is sold and that parts are ordered cor- fore initiating this type of program. There may be is-
rectly. Nothing slows production more than having in- sues with employees working past 40 hours a week
correct parts delivered, and it’s especially silly when it without being paid in the traditional method for over-
could have been avoided by a 30-second conversation. time. TD
So how would a technician get a raise? That’s the
best part of the plan. Technicians receive increases in In these challenging times Terry wants everyone to have a copy of his 450-
their hourly flag rate for performing certain actions page book, “How to Market and Sell Automotive and Transmission Service
that make them more valuable to their employers. The and Repair.” For only $98.32 you will receive two copies of the industry text-
actual amount of money they make depends on how book that will teach you all the techniques necessary to make profitable sales
and retain your customers for future business. Keep one and give the other to
many hours they can flag, so any increase means only
an employee, a competitor, or perhaps that account you’ve been trying to land
that they have an opportunity to make more if they or thank for their business. As a bonus you will also receive Terry’s “$ales
maintain a good production level. Help Screens” computer software to use as a training aid or when you need
A raise in the hourly flag rate should be given when instant answers to your customer’s toughest price objections. Ordering will
the technician can demonstrate mastery of a new skill also make you eligible to buy additional copies of the book at only $49.16
that will make the shop more profitable. The transmis- each. Please call 1-800-451-2872 or visit www.TerryGreenhut.com to order
sion business easily lends itself to that scenario be- any of Terry’s training materials or take your 20-question self- and business-
cause there is a lot to be learned at all technical levels. evaluation test. Although no one can see the results but you, it’s a real eye
For example, an installer can demonstrate better or opener.

34 Transmission Digest
Dodge-to-Allison Conversion
Switch improves drivability, increases towing capacity

By Howard Johnson

S
ince 1989 Dodge has offered a diesel-engine op- Some owners have expressed a desire for a trans-
tion, the Cummins B series. This engine series mission that’s much more durable and has better gear
originally was developed for agriculture and ratios, including reverse. The Allison 1000 is such a
commercial trucking. Some of its great features were transmission. One day I decided to install an Allison
long life, economy of operation, simple design and the 1000 transmission in my own Dodge truck, so I sat
ease of modification to increase power output. down and put together a list of parts that would allow
Transmission-repair shops have noticed that the the installation to look as if it had been done at the
stock transmission design has not always been able to factory.
handle the power of this engine. From the 727 The truck’s major structure was not to be altered.
Torqueflite to the electronically controlled 48RE, all This included no body lift, no floorboard cutting, no
these Chrysler transmission designs have their roots re-welding and no starter repositioning. Also, I want-
in the early 1960s. Chrysler has tried various up- ed to be able to reuse the stock column shifter.
grades for this style of transmission, but these efforts Another item on my list was being able to read and
have been nearly futile to match the increased horse- troubleshoot any transmission codes by using the
power output of the engine. Engine-performance Allison DOC program.
modifications that have been popular with owners of How could I accomplish this? First, I needed an
Dodge diesel trucks can easily offset Chrysler’s at- Allison transmission, and through exhaustive search-
tempts to improve transmission durability. continues next page

Circle No. 12 on Reader Card

January 2010 35
Dodge-to-Allison Conversion
ing I found a suitable unit: a Gen 4, a six-speed-capa-
ble transmission. Its bellhousing was similar to that of
a seven-bolt Chevy 4L60-E.
One drawback to this direct-mount design is that it
created a lot of space between the torque converter
and flywheel. I did some checking and found that the
No. 3 SAE diesel bellhousing offered a mounting
flange with a 25/8-inch difference from the direct-
mount Chevy type in where the torque converter sits.
This would put the transmission farther from the
floorboard and firewall, providing the needed space
so that a body lift wouldn’t be necessary.
Unlike the No. 3 SAE bellhousing, some of the re-
quired parts were unavailable and would have to be
made. These included a spacer between the engine
and bellhousing, a pilot bushing and a converter drive
This photo from the driver side of the truck shows the ring. The No. 3 SAE bellhousing has a mounting on
room for fitting the Allison transmission. the side providing a place to install a “Z” support,
which also had to be fabricated, for the shifter shaft.
The truck I selected for the conversion is two-
wheel-drive, so there was no need for a transfer-case
attachment. Most of the Dodge trucks on the road are
four-wheel-drive, and a lot of engineering time has
been spent in making Allison-to-Dodge transfer-case
adapters and an Allison transmission output shaft
splined to accept a Dodge transfer case.
Another area that needed some engineering
thought was the cooling system. Allison uses 5/8-inch
steel tubing to feed a cooler, so I had to find a cooler
with at least 1/2-inch pipe fittings. The search resulted
in finding an industry number H7B cooler. The
biggest problem with this cooler was its size, which
limited where it could be installed. With the limited
amount of grill space in a Dodge truck, the only place
I found room to mount the cooler was in front of the
fuel tank. That area has a reduced amount of air flow,
Even with a 5-inch exhaust system, there’s room for the requiring attachment of an electric fan to the cooler
Allison unit, as this view from the rear shows.
and a thermostatic control for on-demand cooling.
One of the most-puzzling parts of the conversion
was the wiring – in other words, how to make the
Allison shift. The Allison 1000 is completely electroni-
cally controlled; poring over books studying wiring
schematics can consume a lot of time. With help from
the Allison dealer, I obtained wiring diagrams show-
ing wire colors and terminal-to-terminal numbering.
One approach to avoid is trying to reuse wiring
and plugs from a wrecked donor Chevy truck. This
may be tempting, but these trucks use GM LAN diag-
nostic protocols along with GM LAN wire colors. The
Allison that is going to be installed in a Dodge truck
will not have those types of communication. It is best
to use commercial-truck plugs, wiring colors and
computer controls.
In 2006 Allison did some minor changes to the
1000, some of which greatly simplified the wiring: The
range switch was moved inside the pan, the transmis-
A view of the installation from the passenger side continues page 46

36 Transmission Digest
 Valve Bodies
The Most-Challenging Issue to Rebuilders

A
s complex as modern auto- can be more profitable from a time technical development for Sonnax,
matics have become in gen- versus expense standpoint by buy- contributes recently garnered
eral, it is still the case that ing a remanufactured valve body knowledge beginning on the next
the most-challenging issue to re- rather than trying to rebuild one page. Also in this section you’ll
builders is the repair and testing of on the bench. At the same time find a listing of companies that
the valve body. These subassem- many wear problems have been supply remanufactured valve bod-
blies are equivalent to the heart of addressed by a handful of after- ies, valve-body cores, valve-body
the system and must serve as a link market suppliers that research components, testing equipment,
between the desired shift functions valve-body issues and develop specialty tools and assembly aids.
and the vehicle’s digital control- parts to address such issues.
module brain. Bob Warnke, vice president of
In the past several years re-
builders have found that they often
AW Six-Speed
Valve-Body Diagnosis
By Bob Warnke
©Sonnax 2010

H
ere in the northern Midwest, we are experi- clutch pressure (SLS), line rise (SLT) and TCC (SLU).
encing the determined hammering of pileated The SLT and SLS solenoids are multipurpose and de-
woodpeckers. If you are not familiar with pend upon the valve position of five on-off shift sole-
what a pileated woodpecker looks like, you may re- noids.
call the “Woody the Woodpecker” cartoon on TV back In the AW 6 each clutch has a designated linear so-
in the day. For animation, add the audio effects of an lenoid, reacting on a clutch-control valve. The control
air chisel on a metal bench! valves regulate each clutch circuit independently. The
Once male and female birds have paired, they will two on-off solenoids are cycled at the beginning of
fiercely protect their territory from competitors, even each upshift or downshift from third to sixth to inter-
if it is only their own reflection in windows or vehicle rupt oil flow to the clutch. Controller-area-network
mirrors. And they won’t leave until they peck hard (CAN) control, adaptive learning, hill hold,
enough to break the pane! Once the competitive threat forward/reverse engagement and converter-clutch
has disappeared, they move on to discover another operation are all more refined in the AW 6 than they
bird in another window or mirror. For property own- were in the 55-50.
ers, one solution is to cover the window with paper so Aisin has designed the hydraulics so that one TCM
the birds can’t see their reflection. program can be used in multiple vehicles. This re-
You may be asking, ‘What does a woodpecker have duces development time for AW. It also benefits us.
in common with an AW 6 transmission?’ Every win- Although transmission and valve-body parts do not
dow is an opportunity for a woodpecker, every AW 6 interchange, the diagnostic routine explained here
an opportunity for service. You need paper to resolve will apply to all the AW6 FWD units.
the pileated problem, and you will need paper to di-
agnose the AW 6. Forgoing the paper when handling Transmission identification
either problem can result in wasted time and money. TF-60SN/09G in VW: Oil pan is on the bottom.
Chances are you may already have some experi- TF-81SC in Ford/Mazda: Wide oil pan facing radi-
ence with the AW 55-50. A good way to begin under- ator; longer case.
standing the AW 6 is to compare the main operating TF-80SC/AF-40 in Volvo/PSA/Saab: Narrow,
difference between it and the AW 55-50. deeper oil pan facing radiator; shorter case.
The AW 55-50 uses three linear solenoids to control Use the power-flow chart (Figure 1) and the valve-

1 Solenoid-Power Flow AW6 FWD

Range Solenoid Clutch Brake O.W.C.
SSC SSD SSE SSF SSA SSB B-1 B-2
Ford/Volvo/PSA C-1 C-2 C-3 F-1
SLC1 SLC2 SLC3 SLB1 S1 S2 Band Clutch
B-1 B-2
VW N92#5 N282#9 N90#3 N283#10 N88 N89 K-1 K-2 K-3 F-1
Clutch Clutch
P X X X X
R X X X X X
N X X X X
Neutral control X X X X X
1st X X X Z Z X Z X
2nd X X X X
D
3rd X X Cy Cy X X
S 4th X X Cy Cy X X
5th X X Cy Cy X X
6th X X Cy Cy X X
SSC & SSE solenoids have residual clutch pressure
feeding back to the opposing clutch-control valve
X=On =Off Z=On during engine braking Cy=Cycled during upshift/downshift
Solenoid for Clutch C-1 C-2 C-3 B-1 TCC applies after 2-3 shift, modulated slip during upshift/downshift.
Resistance – Ohms 4.0-8.0 4.0-8.0 4.0-8.0 4.0-8.0 10-16 10-16 Linear solenoids operate at 300Hz
Solenoid Flow N.O. N.O. N.O. N.O. N.C. N.C. N91/TCC/SLU is N.C.; N93/EPC/SLT is N.O.

38 Transmission Digest
 2 Example Ford/Mazda
C-3 adjuster: Turn screw
outward to increase C-3
clutch pressure. 1/4 turn
is about 4 psi clutch
difference. Would suggest
1/2 turn first attempt.

Hill hold, N-D, 4-5, 5-4 Reverse

TCC solenoid
2-3, 4-5
3-2, 5-4
SSC 3-4
4-3, 6-5, 6-3
SSE

SSD
1-2, 3-2
3-4, 4-3 SSF 5-6, 6-5

Alignment holes (3) Line rise & shift quality

body illustrations (figures 2 and 3) to 3

begin diagnostics. TF-60SN
One of the focal points for diag- 1 – primary 2 – secondary
nostics should be monitoring C- pressure regulator pressure regulator
2/N282 and C-3/N90 solenoid
activity. Common complaints with
this valve body include 2-3 flare, loss Control-valve index:
Min. 0.187 in.
of or slip on 3-4, and harsh coast 5-3 (4.74mm), 3
G 193
or 4-3 downshifts. Each linear sole- max. 0.220 in.
noid reacts on a clutch-control valve, (5.58mm) from N88
which then affects clutch application end of Alignment pin
casting
and release. Having one solenoid for N 89
each clutch allows for “skip-shift” G 194
upshifts and downshifts. Without a
scan tool or pressure gauge, identify-
ing which solenoid, clutch or clutch-
control valve is being activated
becomes very difficult.
As the torque-converter clutch
generally applies after the 2-3 shifts,
TCC application can easily be con-
fused with a 3-4 shift. The TCM mod-
ulates TCC slip or releases the
converter briefly during upshifts and
downshifts. The TCM can use lockup N 91
to control engine braking in certain 8 N 93 TCC
EPC
applications.
Test drive Alignment
To begin, you will need the power- pin
flow chart to help identify which so- 7 6 5 4
lenoid or clutch valve requires N 90 K3 N 283 B1 N 282 K2 N 92 K1
Use 2 alignment pins of 0.238-inch diameter
continues next page

January 2010 39
 4 Comparing two rpm inputs will
identify each shift, as well as TCC
full application/zero slip or partial
modulation. The test drive should
identify the complaint as being re-
lated to a specific clutch or to all
shifts. If only one clutch is in-
)
red volved, focus on the linear sole-
eed(
sp noid and clutch-control valve that
e
gin exhaust and charge that clutch.
En
en)
d (gre The AW6 input-speed graph
pee (Figure 4) shows engine speed in
ines
b red and turbine speed in green.
Tur
Two shifts have been captured in
AW 6 Input Speeds this graph, showing a compatible
ramping of the two signals
attention. A scan tool with graph- greatly affect the shift strategy. throughout.
ing capability is the second of three I would suggest graphing in real Pressure testing
requirements for that drive. The time, monitoring engine speed and Figure 5 shows typical C-1
third requirement is unusual: If turbine speed. When shift quality clutch pressure. With harsh up-
possible, have the vehicle owner is smooth and correct, turbine shifts and downshifts, it is com-
drive and duplicate the concern, or speed will parallel engine speed. mon to have elevated line
at least provide a detailed descrip- With a flare/neutral condition, the pressure, which can be caused by a
tion of how to duplicate the prob- engine speed spikes up. With a worn main pressure-regulator bore
lem. Because this is a six-speed bind or bumpy shift caused by an or PCA solenoid. To isolate this,
with skip-shift capability and a overlap issue, the turbine speed tap into C/K-1 pressure, clear the
modulated converter clutch, dupli- will dip at the beginning of the codes and monitor N93/PCA am-
cating and isolating the driver’s shift. Generally one shift will have perage. With elevated line pres-
complaint can be very difficult. the problem, so you could compare sure, engagements become harsh
Operator driving habits, TCM a good rpm ramp with a poor rpm and downshifts bumpy, and the
adaptability and terrain will all ramp. 2-3 develops a flare under light ac-

5 Typical C-1 Clutch Pressure (Typical of All FWD AW6)

BAR PSI 225 Stall

Drive
13.8 200
13.1 190 190, 180
12.4 180 just prior
11.7 170 to down-
11 160 shifts
10.3 150
9.6 140
8.9 130
8.2 120
7.6 110
6.8 100
6.2 90
5.5 80 58-61 D/idle
4.8 70
4.1 60 19-20 C-1 engages
3.4 50
2.7 40
2 30
1.4 20
0.68 10
0
P, N Park to Drive 2-3 shift & 3-4 4-5 5-4, 6-4 4-3-2
Point of engagement, Drive acceleration to 1-2 shift
1.2 seconds
Amount of line rise is torque proportionate.

40 Transmission Digest
celeration. Elevated line pressure sure test, inspect the TCC control fault, or you are inspecting a valve-
may not set or be caused by codes. bore (Figure 7) for wear. The scan body core for future use, inspect
With the complaint of harsh tool will indicate an amperage the bores mentioned previously.
shifts from 3 to 6 and 6 to 3, and change, but the TCC release pres- Exploded view, vacuum-testing lo-
C/K-1 pressure has not been ele- sure will not be affected. cations for each bore, and relief
vated, you should tap TCC release If the vehicle is driven in this and spring identification are avail-
(Figure 6). As mentioned, the TCM condition for too long, the convert- able at the Sonnax Web site,
strategy brings the converter er lining can be damaged. www.sonnax.com.
clutch on directly after the 2-3 As mentioned, the TCC control
shift. It will go to full application Clutch-circuit testing tends to wear first, then solenoid
at light load. If you are graphing Transmission circuits can be modulators, followed by K-2/K-3
engine and turbine speed, lines tested in the vehicle as explained clutch control and then main or
should be overlaid at full applica- earlier or with the valve body re- secondary regulator valves. If your
tion. TCC will be modulated off to moved. For a wet air test (WAT), test drive indicated a harsh shift in
disconnect the turbine shaft during prime the circuit with ATF, then one gear and line pressure is good,
subsequent upshifts and down- follow by applying 40-60 psi of air. focus on the specific clutch-control
shifts. If this control is not evident The familiar “dull thud” of a pis- valve identified in the power-flow
on your graph and release-pres- ton stroke confirms a good circuit. chart. Bore wear in this type of
During the WAT, if the pressure valve body is similar in appear-
drops and the ance to that found in AW 55-50 or
6 clutch does not other units. Wear appears as a pol-
apply, or vents, ished half-moon area, typically on
you have identi- the loaded side of the bore and at
fied a leak. On the ends of the valve travel. The
the 09G, for ex- valves themselves rarely have wit-
ample, if the K-2 ness marks or evidence of a prob-
piston does not lem.
stroke or fluid
exhausts from Diagnosis and the pileated prob-
another port, the lem
K-2 case sleeve At this point you should realize
may have rotat- that this transmission offers a large
ed. window of opportunity. The fact is
that paper can help you isolate a
Valve-body problem in the AW 6; being hasty
inspection in your evaluation could cost
If you deter- money by unnecessary transmis-
mine that the sion removal and misdiagnosis.
K1 K2 Lube B2 TCC release valve body is at For those of us with a pileated
woodpecker breaking windows,
7 0.392-in. cup white we should remember the follow-
0.245 in. O.D. ing:
0.024 in. wire Cover the windows with paper
0.598 in. free length
for at least two weeks, allowing
time for the birds to find another
territory. Taking the paper down
too early will result in the wood-
pecker coming back to finish the
Solenoid modulator
job. This results in time and money
to repair damage.
To examine the valve bodies,
29 their vacuum-test locations and
Rubber other problems refer to www.son-
TCC control
0.392 in. TEE green nax.com. TD
0.334 in. O.D.
0.030 in. wire Bob Warnke is vice president of technical develop-
0.793 in. free length ment at Sonnax.

January 2010 41
Valve-Body Suppliers
01 Manufacturer of Valve Body 06 Distributor of Remanufactured 11 Distributor of Valve Body
Test Equipment Valve Bodies Modification Kits
02 OE Manufacturer of Valve 07 Distributor of Valve Body 12 Manufacturer of Aftermarket
Body Components Cores Solenoid/Solenoid Kits
03 Manufacturer of Aftermarket 08 Remanufacturer of Valve Body 13 Distributor of Aftermarket
Valve Body Components Components Solenoids
14 Packager of Valve Body
04 Distributor of OE Valve Body 09 Remanufacturer of Valve
Assembly Lubricants
Components Bodies
15 Packager of Lubricants to
05 Distributor of Aftermarket 10 Packager of Valve Body Reduce Sticky Valves
Valve Body Components Modification Kits
16 Bore Brushes

Carlyn Transmission Inc., Mail: 509

Beechwood Ave, Pitman, NJ 08071-1201,
PH:856-582-0224, TF:800-225-1774, FX:856-
582-5554, [email protected]
5106, 5107, 5108, 5113 EVT Parts, Mail: 1155 N McKinley Ave, Los
‡A & Reds Transmission Parts, Mail: 3737 W Angeles, CA 90059-3504, PH:323-758-1302,
29th St S, Wichita, KS 67217-1005, PH:316- TF:866-388-7278, FX:323-758-9999, WEB:
942-5300, TF:800-835-1007, FX:316-942- www.evtparts.com,
8947, WEB: www.areds.com, [email protected]
[email protected] 5106, 5107
5104, 5105, 5107, 5111, 5113, 5114, 5115
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,
[email protected]
5108, 5109 Fatsco Transmission Parts, Street: 337
‡Allomatic Products Co., Street: 609 E Chaney
Changebridge Rd, Pine Brook, NJ 07058,
St, Mail: PO Box 267, Sullivan, IN 47882-
Mail: PO Box 635, Pine Brook, NJ 07058-
0267, PH:812-268-0322, TF:800-568-0330,
0635, PH:973-227-2487, TF:800-524-0485,
FX:812-268-0417, WEB: www.allomatic.com,
FX:973-227-5414, WEB: www.fatsco.com,
[email protected]
[email protected]
5104, 5105, 5113
5104, 5105, 5106, 5107, 5111, 5113
‡Alto Products Corp., Mail: 1 Alto Way,
FB Performance, Mail: 85 Cleveland Ave, Bay
Atmore, AL 36502-1018, PH:251-368-7777,
‡D & E Automotive Products Inc., Mail: 654 E Shore, NY 11706-1228, PH:631-242-0008,
FX:251-368-7774, WEB: www.altousa.com,
10 Mile Rd, Hazel Park, MI 48030-1259, TF:800-769-1118, FX:631-243-3054, WEB:
[email protected]
PH:248-398-7877, TF:800-245-9754, FX:248- www.fbperformance.com, fbp@fbperfor-
1503, 5111
398-1430, WEB: www.deautomotiveprod- mance.com
ucts.com, [email protected] 5103, 5108
ATI Performance Products Inc., Mail: 6747
Whitestone Rd, Baltimore, MD 21207-4103, 5104, 5105, 5106, 5111, 5113
Future Transmission Parts, Mail: 1227
PH:410-298-4343, TF:877-298-5031, FX:410-
‡Dacco Inc., Street: 741 Dacco Drive, Medical Center Pkwy, Murfreesboro, TN
298-3579, WEB: www.atiracing.com,
Cookeville, TN 38506, Mail: PO Box 2789, 37129-2222, PH:615-895-4405, TF:800-635-
[email protected]
Cookeville, TN 38502-2789, PH:931-528- 2877, FX:615-849-3438, WEB: www.future-
5103, 5105
7581, TF:800-443-2226, FX:931-528-9777, transmissionparts.com, futuretrans1@bell-
WEB: www.daccoinc.com south.net
Automotive Wholesalers Inc., Mail: 9345 Penn 5104, 5105, 5106, 5111, 5113
Ave S, Bloomington, MN 55431-2320, 5104, 5105, 5106, 5107, 5111, 5113
PH:952-884-2336, TF:800-231-3011, WEB:
www.uslink.net/~jurkovsj/index.htm, Dan Maddox Transmission Parts, Mail: 1532
[email protected] Reeves St, Dothan, AL 36303-2842, PH:334-
5104, 5105, 5106, 5111, 5113 794-6416, TF:888-762-3369, FX:334-794-
6027, [email protected]
‡Blumenthal Automatics, Mail: 504 SW 4th 5105, 5106, 5107, 5111, 5113, 5114, 5115
St, Oklahoma City, OK 73109-5102, PH:405-
Eriksson Industries, Mail: 146B Elm St, Old G-TEC, Street: 611 W Kathryn, Nixa, MO
236-4800, TF:888-236-4800, FX:405-232-
Saybrook, CT 06475, PH:800-388-4418, 65714-1079, Mail: PO Box 1079, Nixa, MO
0436, WEB: www.blumenthalautomatics.com,
TF:800-388-4418, FX:860-395-0047, WEB: 65714-1079, PH:417-725-6400, TF:800-725-
[email protected]
www.erikssonindustries.com, 6499, FX:417-725-3577, WEB: www.g-
5107
[email protected] tec.com, [email protected]
5104, 5105, 5106, 5108, 5111, 5113 5101

42 Transmission Digest
JP Transmission Salvage Inc., Mail: 436 Muscle Products Corp., Mail: 752 Kilgore Rd,
Thorne St, Wilmer, TX 75172-1232, PH:972- Jackson Center, PA 16133-2618, PH:814-
225-9586, TF:800-443-8135, FX:972-525- 786-0166, TF:800-227-7049, FX:814-786-
3049, [email protected] 7321, WEB: www.mpclubricants.com,
5107 [email protected]
Midwest Transmission Supply (MTS), Mail: 5114, 5115
Level 10 Products, Mail: 3670 State Rt 94, 8625 I St, Omaha, NE 68127-1617, PH:402-
Hamburg, NJ 07419-9613, PH:973-827- 731-4500, TF:800-731-4510, FX:402-731- Mustang Advanced Engineering, Mail: 2300
1000, FX:973-827-7846, WEB: 1542, WEB: www.midwesttransmissionsup- Pinnacle Pkwy, Twinsburg, OH 44087-2368,
www.levelten.com, [email protected] ply.com PH:330-963-5400, TF:888-468-7826, FX:330-
5108 5104, 5105, 5106, 5107, 5111, 5113 425-3310, WEB: www.mustangdyne.com,
[email protected]
Lory Transmission Parts, Mail: 2414 SW 8th 5101
St, Miami, FL 33135-3004, PH:305-642- continues next page
4621, TF:800-966-4621, FX:305-541-1444,
WEB: www.transmissionparts.com,
[email protected]
5104, 5105, 5106, 5107, 5108, 5109, 5111,
5113

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, [email protected]
5114, 5115

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,
[email protected]
5105, 5106, 5107, 5111, 5113

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,
[email protected]
5105, 5106, 5107, 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, WEB:
[email protected], midwesthard-
[email protected]
5104, 5105, 5106, 5107, 5111, 5113

Midwest Performance Converter, Mail: 4225

Hiawatha Ave, Minneapolis, MN 55406-3329,
PH:612-724-3295, TF:800-262-2063, FX:612-
724-3314, [email protected]
5106

Circle No. 11 on Reader Card

January 2010 43
Valve-Body Suppliers
Nogalitos Gear Co., Mail: 433 New Laredo Reman Industries Inc., Mail: 1551 Pratt Blvd, TeckPak/Fitzall, Mail: 3386 S Westwood Blvd,
Hwy, San Antonio, TX 78211-1925, PH:210- Elk Grove Village, IL 60007-5714, PH:847- Poplar Bluff, MO 63901-7375, PH:573-785-
923-4571, TF:800-929-5103, FX:210-923- 228-8787, TF:800-729-8726, FX:847-228- 8238, TF:800-527-2544, FX:573-785-3303,
8205, WEB: www.ngparts.com, 8799, WEB: www.remanindustries.com, dcar- WEB: www.teckpak.com,
[email protected] [email protected] [email protected]
5104, 5105, 5106, 5107, 5111, 5113 5107 5103

Northeastern Transparts Co. Inc., Mail: 2695 ‡Rostra Precision Controls Inc., Mail: 2519 Texas National Transmission Parts, Mail:
Bailey Ave, Buffalo, NY 14215-3266, PH:716- Dana Dr, Laurinburg, NC 28352-4000, 9812 N Houston Rosslyn Rd, Houston, TX
833-0792, TF:800-876-0321, northeastern- PH:910-276-4853, TF:800-782-3379, FX:910- 77088-2132, PH:713-983-0463, FX:713-983-
[email protected] 276-1354, WEB: 9845, [email protected]
5108 www.rostratransmission.com, transinfo@ros- 5105, 5111, 5113
tra.com
Part-Rite, Mail: 19 Butler Ave, Bayville, NJ 5102, 5103, 5104, 5105, 5112, 5113
08721-1834, PH:732-269-5000, TF:800-225-
0020, FX:732-269-9734, WEB: www.part- Smart Blend Synthetics By Life Automotive,
rite.com, [email protected] Mail: 6727 Theall Rd Ste B, Houston, TX
5105, 5106, 5111, 5113 77066-1215, TF:888-422-9099, FX:281-631-
0460, WEB: www.smartblend.com, smart- Toledo Driveline LLC, Mail: 1110 Napoleon St,
Petronics Mfg., Street: 208 E 2nd, Mail: PO [email protected] Fremont, OH 43420-2328, PH:419-355-1200,
Box 644, Hutchinson, KS 67504-0644, 5115 TF:888-604-9811, FX:419-355-1230, WEB:
PH:620-663-8559, TF:800-279-5823, FX:620- www.toledodriveline.com, info@toledodrive-
663-8560, WEB: www.petronomics.com, line.com
[email protected] 5113
5115
‡TPS Transmission Parts, Street: 1713 Milam,
Portland Transmission Warehouse, Mail: 1016 Sonnax, Street: 1 Automatic Drive, Bellows Texarkana, TX 75505, Mail: PO Box 7589,
SE Hawthorne Blvd, Portland, OR 97214- Falls, VT 05101, Mail: PO Box 440, Bellows Texarkana, TX 75505-7589, PH:903-792-
3611, PH:503-233-4966, TF:800-444-4556, Falls, VT 05101-0440, PH:802-463-9722, 1354, TF:800-527-8782, FX:903-792-1052,
FX:503-233-2642, WEB: TF:800-843-2600, FX:802-463-4059, WEB: WEB: www.tpsautoparts.com,
www.portlandtrans.com, sales@portland- www.sonnax.com, [email protected] [email protected]
trans.com 5103, 5110, 5113 5104, 5105, 5106, 5107, 5111, 5113
5104, 5105, 5106, 5111, 5113
Sun Coast Converters, Mail: 819 Navy St, Fort Trans-Tool, Mail: 110 Connelly St, San
RatioTek, Mail: 15902A Halliburton Rd # 272, Walton Beach, FL 32547-2129, PH:850-864- Antonio, TX 78203-1706, PH:210-225-6745,
Hacienda Heights, CA 91745-3505, PH:626- 2361, TF:800-868-0053, FX:850-864-0943, TF:800-531-5978, FX:210-225-2114, WEB:
968-2754, FX:256-961-8563, WEB: WEB: www.suncoastconverters.com, www.atec-trans-tool.com, sales@atec-trans-
www.ratiotek.com, [email protected] [email protected] tool.com
5103, 5110 5103, 5105, 5111 5101

Superflow Technologies Group, Mail: 4060 TransGo, Mail: 2621 Merced Ave, El Monte,
Dixon St, Des Moines, IA 50313-3942, CA 91733-1905, PH:626-443-7456, FX:626-
PH:515-254-1654, TF:888-442-5546, FX:515- 401-2715, WEB: www.transgo.com
254-1656, WEB: www.superflow.com, prod- 5103, 5110
[email protected]
Raybestos Powertrain, Mail: 711 Tech Drive, 5101
Crawfordsville, IN 47933, PH:765-364-3500,
TF:800-729-2671, FX:765-364-4573, WEB: Superior Transmission Parts Inc., Mail: 3770
www.raybestospowertrain.com, Hartsfield Rd, Tallahassee, FL 32303-1121,
[email protected] PH:850-574-2369, TF:800-451-3115, FX:850-
5104, 5105, 5113 Transmission Exchange Co., Mail: 1803 NE
575-9097, WEB: www.superior-transmis- ML King Blvd, Portland, OR 97212-3926,
sion.com, [email protected] PH:503-284-0768, TF:800-776-1191, FX:503-
Ream Man Valve Bodies, Mail: 235 S Homer 5102, 5103, 5110, 5111, 5116
St, Lansing, MI 48912-4612, PH:517-337- 280-1655, WEB: www.txchange.com,
4681, TF:877-337-4681, FX:517-664-1206, [email protected]
Teal Automotive Inc., Mail: 450 Industrial Dr, 5104, 5105, 5108, 5111, 5113
WEB: www.reamman.com, Dunkirk, IN 47336-9607, PH:765-768-7726,
[email protected] TF:800-722-0215, FX:765-768-1607, WEB:
5108, 5109 Transmission Parts - Plue’s, Mail: 6521 N
www.tealautomotiveinc.com, Washington St, Denver, CO 80229-7012,
[email protected] PH:303-288-7775, TF:800-977-5379, FX:303-
5107, 5108, 5111 288-7776, WEB: www.pluestransmission-
parts.com,
[email protected]
5107

44 Transmission Digest
Transmission Parts Unlimited (T.P.U.), Street: Viper Transmission Parts South (VTP), 841
4788 Highway 42, Ellenwood, GA 30294, Bethel Ave, Pennsauken, NJ 08110-2605,
Mail: PO Box 1104, Forest Park, GA 30298- PH:856-488-4451, TF:800-873-9770, FX:856-
1104, PH:404-366-1455, TF:800-241-3880, 488-6125, WEB: www.vtpsouth.com,
FX:404-366-6428, WEB: www.transpartsun- [email protected]
limited.com, [email protected] Valve Body Pro, Mail: 16870 Joleen Way Ste 5104, 5105, 5106, 5107, 5108, 5109, 5111,
5104, 5105, 5107, 5111, 5113 4, Morgan Hill, CA 95037-4608, PH:408-778- 5113
2161, TF:877-611-PROS, FX:408-465-7331,
WEB: www.valvebodypros.com, valve-
[email protected]
5106, 5108, 5109
‡Transtar Industries Inc., Mail: 7350 Young
Dr, Cleveland, OH 44146-5390, PH:440-232-
5100, TF:800-359-3339, FX:440-232-0632, ‡Whatever It Takes Inc.(WIT), Street: 4282 E
WEB: www.transtar1.com, Blue Lick Rd, Louisville, KY 40229, Mail: PO
[email protected] VBX - ValveBody Xpress, Mail: 150 Mid Box 547, Hillview, KY 40129-0547, PH:502-
5104, 5105, 5106, 5107, 5108, 5109, 5111, Atlantic Pkwy, West Deptford, NJ 08066- 955-6035, TF:800-940-0197, FX:502-955-
5113 1858, PH:856-848-0908, TF:866-2GET-VBX, 6077, WEB: www.wittrans.com, sales@wit-
FX:856-848-1080, WEB: www.valvebodyx- trans.com
United Tranz Core, Mail: 4400 Homerlee Ave, press.com, [email protected] 5105, 5106, 5107, 5108, 5111, 5112
East Chicago, IN 46312-2679, PH:219-378- 5109
8800, TF:866-824-7278, FX:219-378-8803, TD
WEB: www.unitedtranzcore.com
5107

Circle No. 15 on Reader Card

January 2010 45
Dodge-to-Allison Conversion
continued from page 36 that Allison DOC uses. A CAN-bus antenna was fab-
sion connector increased from 20 to 24 pins, and the ricated and a nine-pin J1939 plug was installed in the
main transmission control went from a red-and-gray cab, allowing a portable laptop computer to be
two-plug type to a single 80-pin controller. This 80- plugged in, and the truck can be driven with a passen-
pin controller has four diagnostic outputs. The most- ger watching the laptop.
common commercial-truck output communication is
known as J1939 CAN bus. J1939 is the communication

The transmission-to-engine adapter

Note the difference in size between the Allison and 47RE
planetaries.

The converter-to-flex-plate adapter ring One of the Allison’s 5/8-inch cooler-line fittings

Slauson Transmission Parts

Right Part, Right Price, Right Now!
Use d , N ew & Reb u i l t H a r d Par t s , S o f t Par t s ,
% L EC T R ICAL#OMPONENTS&LY W HEELS
O r der o n l i ne at S lauson .c o m
Phone Hours: Open 7:00 am to 5:00 pm/ PST
#ALL  s,OCAL  s&!8  
Circle No. 17 on Reader Card
46 Transmission Digest
 The test drive demonstrated some of the more- gine. With a larger reaction area in the turbine and ex-
prominent improvements over the truck’s original treme positive impeller, the Allison converter feels
47RE transmission. One is a lower reverse gear with much tighter. There is no harsh shift as the converter
nearly a 4.49-1 reduction; backing heavy trailers re- locks up; the transition nearly goes unnoticed.
quires little or no throttle. The forward gears also With superior drivability and 22,000-pound towing
offer an improvement over those of the 47RE. With a capacity, the Allison 1000 makes a welcome addition
3.10-1 ratio in first gear, the truck takes off with little to the Dodge diesel truck.
throttle help. With overdrive in fifth (0.71-1) and sixth TD
gears (0.61-1), highway operation requires less engine
speed, offering possibilities for increased fuel econo- Howard Johnson has been repairing transmissions and torque converters
my. since 1981. This year he started the company howards-conversions-
Another unknown was how the Allison torque con- allison.com, which makes parts that enable a transmission shop to install an
verter’s stall speed would feel behind a Cummins en- Allison automatic in a Dodge diesel truck.

Transtar Industries Inc.

Catalog Transtar Industries is the leading worldwide distributor of quality

transmission parts, and driveline solutions. Catalogs for these
products can be obtained by contact-
ing a Transtar Sales Representative

Showcase
(800) 359-3339 or requesting one on
their website www.Transtar1.com.
Catalogs are available for Automatic
Transmission Parts, Torque
Converters, Premium Valve Bodies,
Standard Transmission Parts,
Transfer Cases and Differentials.

Circle No. 63 on Reader Card

Sonnax Certified Transmission

Sonnax Valve Body layouts have been a great hit with rebuilders Certified Transmission has developed the Road Ripper series
and distributors alike. Now they can be easily viewed and down- transmission for those hard-working trucks. Peter Fink says:
loaded at www.sonnax.com/TS-valve-body-layouts.html on the “Our tech team has developed three levels of transmissions that
Sonnax website. These detailed images clearly depict critical valve are much stronger than the orig-
body line-ups along with key complaints inal transmission. They come in
and repair solutions. In this fast-chang- the 1000, 2000, and the best one
ing global marketplace, Sonnax Valve of all, the 3000 series.” Branded
Body Layouts help you keep track of as the bad @$$ transmission,
new, complex valve bodies and compo- these transmissions can take it.
nents, diagnostic issues and product Call one of Certified’s distribu-
solutions in a timely manner. tors to order one today.

Circle No. 61 on Reader Card Circle No. 64 on Reader Card

Jasper Engines & Transmissions Consolidated Vehicle Converters

Jasper Engines & Transmissions remanufactures a broad line of CVC has released its 2009
automatic and standard transmissions with distribution through torque-converter catalog, which
a nationwide network of branch locations. Every automatic trans- features 30 new units, more than 200
mission is dynamometer new photographs, tech tips and
tested for quality assur- expanded application charts. Copies of
ance. Ask about our the new catalog are available through
3-year/100,000 your local distributor. Please visit our
nationwide warranty. Web site, www.cvcconverters.com,
Please visit and view our factory video.
www.jasperengines.com.

Circle No. 62 on Reader Card Circle No. 65 on Reader Card

January 2010 47
 THE INFORMATION SOURCE
ATSG Techtran Manuals & Update Handbooks ATSG Videotapes With Manuals
Videos from ATSG with teardown, inspection and reassembly,
$28 each, except where noted. Manuals cover assembly & along with the special tools required. Includes repair manual.
disassembly, diagnosis & troubleshooting.
Update Handbooks cover changes, parts affected by the Chrysler A-604 (H1TE)............................83-SGVT-19 ............$39.95
change, interchangeability & part numbers. Chrysler A-500/518 .................................83-SGVT-20 ..............39.95
THM 4T60-E............................................83-SGVT-21 ..............39.95
GENERAL MOTORS FORD THM 4L80-E ............................................83-SGVT-22 ..............39.95
125C 4R100
Ford AXODE ...........................................83-SGVT-23 ..............39.95
125C Update Handbook 4R100 Update Handbook
200C E4OD Ford AODE..............................................83-SGVT-24 ..............39.95
200-4R E4OD Update Handbook Ford E4OD ..............................................83-SGVT-25 ..............39.95
325-4L AXODE
350C C6 ATSG CD-ROM Discs
400 AOD
440-T4 A4LD ATSG CD-ROM Discs $395.00 Ea.
440-T4 Update Handbook Vol. 1 A4LD Update Handbook Over 50 ATSG’s Domestic (#1) or Import (#2) Techtran
440-T4 Update Handbook Vol. 11 AODE Manuals Including many that are now out of print.
700-R4 (82-86) AXOD 1. Domestic Manual CD or
4L60 (700-R4 [87-93]) AXOD Update Handbook
700-R4 Update Handbook CD4E 2. Import Manual CD
Saturn TAAT Transaxle 4F20-E 3. Bulletin CD. All ATSG Bulletins since 1985
4T40-E Transaxle F4EAT 4. Seminar Manual CD. All Seminar Manuals since 1987
4T60-E 5R110W (New)
4T65-E 4F27E (available in Spanish) ATSG Cutaway Posters
4T65-E Update Handbook Color Cutaway Posters 18”x24” $35.00 each
4T80-E 4R100 5R110W 4T65-E
4L30-E FOREIGN (OTHER) 5R55N 5R55S 4T80-E
4/5L40-E ZF-4HP-22 BMW Allison 1000/2000 AX4N 5L40-E
4L60-E JF506E (Isuzu) 45RFE 4L60-E 400
4L60-E Update Handbook JF506E Update Handbook A500 4L80-E ZF 5-HP-19
4L80-E JR403E (Isuzu) 42RLE 4T40-E Mitsubishi F4A51
Allison 1000/2000 ZF-4HP-18 (Jeep/Eagle, SAAB) 4F27E 4T60-E
6L80-E SAAB TB 35-37
4L60-E/4L80-E Code Book $75.00 N4A-EL (Mazda,) ATSG Manuals on Mini CD-ROM
G4A-HL (Mazda,) THM 180C Transfer Case 1354
CHRYSLER GF4A-EL (Mazda,) Ford C3 SUP Transfer Case 203-205
A404-A670 KM-171(Mitsubishi) Ford C5 Transfer Case 231-241
A604 (41TE) KM-175 (Mitsubishi) Chrysler A999-A904 Transfer Case Jeep 229/242
A604 (41TE) Update Handbook KM-177 (Mitsubishi) BW 65-66 Toyota A340 Transmission
A604/A606 (41TE/42LE) Diagnostic F4A3/W4A3 (Mitsubishi) L3N71B Transfer Case Toyota 340
Code Book (Also available in Spanish) F4A51 (Mitsubishi) L4N71B Honda 4 Spd. Computer K4
A606 (42LE) R4A51/V4A51 (Mitsubishi) MB1-MJ3 Acura Leg. 91 Comp. MPYA
A904/727 RL4FO2A (Nissan) Mazda KF100/F3A Honda Civic 3 Shaft M24A
A500/518/618 (Hyd.Gov.) RL4FO3A-V (Nissan) Subaru Justy Honda 2 Speed
AW4 RE4FO2A (Nissan) Toyota A55 Honda 3 Speed
RE4FO4A/4F20E (Nissan) Toyota A130 Honda 3 Shaft
A500SE (42RE)
RL4RO1A (Nissan) Toyota A240 Geo JF403E
AW30/80LE Toyota A340E/H Import Checkball Book
42RE (Elect. Gov.) RE4RO1A (Nissan)
TN35-TB37( SAAB) Toyota A440F Import Pass Book
45RFE 003-010 Series (Audi/Volkswagen) G4A-EL (Mazda,)
Subaru 3-Speed
Transfer Case 1350 MX17 (Elect.3-spd) (Sprint/Suzuki)
ACURA/HONDA Subaru 4-Speed (4EAT) Nissan RL3FO1A
Acura Integra Computer A40 (Toyota)
A140 (Toyota) $28.00 each
Acura Integra Hydraulic
Acura Legend Computer A540-E (Toyota) FORD REFERENCE MANUAL
Acura Legend Hydraulic VW Passat 096 Compiled by Ford Motor Company Service Engineers covering disassembly,
Acura Vigor 722.3.4 Mercedes theory, diagnosis, tools & hydraulic fluid circuits with hydraulics & mechanical
Honda 4-Speed (Carb) AS AK 722.5 Mercedes 5-Speed powerflow - all in heavy vinyl binders.
Honda 4-Speed (F.I.) F4 Subaru 3-Speed
Honda M6HA/BAXA Subaru 4-Speed 5R55W/S&N (2002-2003) ..................PTB 202..........$100.00
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Domestic Check Ball (GM, Ford, Chrysler) TorqShift 5R110W ’03-05 ..................PTB502 ..........$100.00
Import Check Ball Vol 2 (Acura, BMW, Honda, Mazda, Mitsubishi, 6R60 ..................................................PTB 601..........$100.00
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Import Check Ball Vol 3 $50.00 AODE/4R7OW (1992-1996) ..............PTB 606..........$100.00
Freewheel (Freewheel & hold direction for all one-way clutch E4OD (1994-1998).............................PTB 802..........$100.00
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Pass Book (Pressures Application Solenoids Sensors) 4R/5RE (1995-2001)..........................PTB 905..........$100.00
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TECHNICAL TRAINING Torque Converter Tech Tips
Author: Subject: Essential Reading:
Ed Lee Checking torque-converter covers Rebuilder
and pistons for cracks
Shop Owner
Units:
Center Manager
E4OD, 518
Vehicle Applications: Diagnostician
Ford, Chrysler, Honda R&R

Checking for Cracks

©Sonnax 2010

A
ttendees at the 2009 Torque After allowing the penetrant 15 plained that a crack-free cover will
Converter Rebuilders to 30 minutes to soak into all the emit a crisp, bell-like sound, but
Association (TCRA) semi- crevices of the part, you can re- the area of a cover with a crack will
nar in Tennessee were introduced move the excess penetrant by wip- have a dull thud sound.
to a couple of interesting methods ing with a lint-free cloth that has The method appeared to be very
of checking torque-converter cov- been lightly soaked with a cleaning simple and straightforward, but
ers for cracks. solvent. The last step in the process Robert cautioned that there are
Ken Kelly of Transmission is to apply the developer to the several important elements of the
Specialties in Aston, Pa., talked surface of the part. The developer test that must be done correctly,
about one conventional method will highlight any areas that the beginning with how the cover is
during the roundtable discussion penetrant was able to get into held. Holding the pilot lightly by
at the seminar. His method also (Figure 2). Allow the developer your fingertips will yield the best
appeared as a Tech Tip in the July results. Holding the cover firmly at
2009 edition of the TCRA its outer edge will muffle the
Newsletter. Ken’s method is called 2 sound and make it more difficult
Dye Penetrant Inspection or Liquid to identify a crack. The second ele-
Penetrant Inspection. ment is where the cover is tapped.
You can buy the materials need- Robert taps the outside of the front
ed to conduct this test as a three- of the cover directly over the
part kit from your local welding torque-converter clutch (TCC) re-
supplier for less than $20. The kit action surface (Figure 3).
consists of a cleaner, a penetrant
and a developer. The cleaner is
used to ensure the clean, dry, con- 3
taminant-free surface necessary for
good results. After cleaning, you
apply the penetrant to the surface about 10 minutes for its blotting
of the part being tested (Figure 1). action to work fully. A visual in-
spection will now reveal any
cracks or defects in the part.
1 The TCRA seminar attendees
also learned about a less-conven-
tional method on their tour of the
DACCO torque-converter rebuild-
ing facility. Robert Cravens, a
longtime rebuilder, showed atten-
dees his tap method to check for
cracks in torque-converter covers. The value of checking for cracks
To illustrate his method, Robert is not limited to converter covers.
held an E4OD cover by the pilot Josh Bynum of Buffomatic in
and lightly tapped the front of the Glenmont, N.Y., uses a similar tap
cover in several places. He ex- method to check his 518 TCC pis-

50 Transmission Digest
tons for cracks. The 518 pistons front of the piston in four 6
are notorious for cracking, and places (12, 3, 6 and 9 o’-
the cracks are equally well known clock). Josh’s tapping
for being difficult to find because tool of choice is a lathe
they are usually in the crease at chuck key, but a small
the bottom of the pocket that ball-peen hammer also
houses the inside-diameter seal- will work. When one or
ing ring (Figure 4). Although con- more of the taps pro-
duces a dull tinny sound,
Josh verifies the leak by
4 either holding the piston
up to a high-intensity
light or by using solvent
and an air nozzle.
Many other pistons
and covers have cracking caused by flexing of E4OD or 4L80-
issues. The late-model Honda pis- E pistons, it is likely we will see
ton shown in Figure 6 is a good ex- many more Honda pistons crack-
ample. ing. TD
This piston was cleaned and
was being prepped for rebonding Ed Lee is a Sonnax Technical Specialist who
before the crack was found. The lo- writes on issues of interest to torque converter
cation of the crack indicates that it rebuilders.
verter shops commonly discard was caused by the flexing action of Sonnax supports the Torque Converter Rebuilders
Association. Learn more about the group at
518 TCC pistons that are notice- the piston. Remembering what the
www.tcraonline.com.
ably burned, they often mistaken- industry experienced with cracks
ly reuse pistons that appear
sound but are actually cracked.
Josh’s technique for checking
the pistons is quite similar to
Robert’s method. Josh places the
tips of his index and middle fin-
gers into one of the spring pock-
ets and lightly holds the piston by
clamping his thumb onto the fric-
tion-material surface of the piston
(Figure 5). He then taps on the

January 2010 51
TECHNICAL TRAINING R&R Tech
Author: Subject: Essential Reading:
Larry (LJ) Porter 2-3 slip/flare Rebuilder
Unit: Shop Owner
4L60-E
Center Manager
Vehicle Application:
Diagnostician
1999 Chevrolet Suburban 4WD
R&R

Don’t Overlook the Basics

O
ur carry-out customer was vehicle, I road-tested it and found Additionally, all the wiring be-
working with a 1999 that there was indeed a slip on the tween the PCM and the main
Chevrolet Suburban 4WD 2-3 shift. The installing shop had transmission connector showed no
equipped with a 4L60-E transmis- reported that the shift quality was opens, shorts or high resistance. I
sion. Their technician was able to better since the replacement unit expected these results, because
re-create a slip/flare condition on was installed but the slip was still there were no codes indicating any
the 2-3 shift. The fluid was full but there. A code scan showed no electrical issues. Usually the PCM
a little burnt. A quick hookup of codes, and all pressures were nor- is quick to flag these items if there
the scan tool revealed no codes ex- mal. No warning lights were illu- is any fault – back to square one.
isting in the system. Pressure minated, either. I decided to take I re-checked all the chassis and
gauges were attached for testing the vehicle on the road to see what engine grounds, and all the power
and indicated around 75 psi at idle, the PID might tell me. feeds to the transmission and
and 125 psi at the half throttle po- Everything on the PID screen PCM. There was nothing to indi-
sition. appeared normal, with one excep- cate a problem in any of these
Watching the parameter identi- tion: The 2-3 shift was occurring areas. I checked the PCM-calibra-
fication data (PID) during the road about five seconds after the PID tion revision and found that there
test indicated that the PCM was showed third gear commanded on was an update available, so in des-
commanding each shift properly, by the PCM. Since I had no codes peration I decided to reflash the
but the unit was sluggish to re- to indicate that there was anything PCM to the latest available soft-
spond on the 2-3 shift. There was I should be concerned about elec- ware. A quick road test afterward
nothing that would indicate an trically, I decided to check some of was discouraging; the issue was
electrical-control or sensor-input the hardware first. still there.
issue, so the shop ordered a re- The first thing I did was pull the At this point I was convinced
manufactured unit from us and in- 2/4-band servo for inspection. This that the issue was somewhere on
stalled it the next day. servo applies the band in second the vehicle and not inside the
Shortly after the installation, our gear and releases for third gear, so transmission. There was something
warranty department received a if it wasn’t releasing properly it I was missing, but what could it
call from the shop with the same could cause a delayed shift or be? I began to think about every-
complaint as experienced with the other shift abnormalities. The thing I had learned in my years as
original transmission. After receiv- servo checked out just fine, so I a diagnostician and some of the
ing the information from the shop pulled the pan to make sure every- odd things that I could remember
about the problem, we decided it thing was clean and also to take a about the characteristics of electric-
would be best to bring this vehicle look at the solenoids. Visually, ity that instructors had taught me
back to our own shop, because the everything appeared to be in per- in the past. It was then that I re-
installer was nearly positive that fect condition. Not sure about membered something that the
the issue was inside the unit we what to do next, I determined that books don’t always have you
built. Things weren’t adding up, I would have to test the electrical check, and something that the
and we figured that it would be a integrity of the solenoids and ohmmeter won’t always catch: the
disservice to both our customer wiring, as there wasn’t much left to ability of a circuit to carry electrical
and his if we simply sent a warran- check. load.
ty replacement as he was asking us Individual resistance checks of I believed that my focus should
to do. the solenoids proved that they be on the solenoid circuits. A
Once I gained possession of the were all within specification. crude, yet effective, way I had

52 Transmission Digest
learned to test the ability of a cir- that I needed to look at. replacement PCM and installed it.
cuit to carry a load was to use an Although each of the circuits I Monitoring the PID again on the
ordinary 12-volt light bulb wired tested produced a full, bright light, final road test showed that the
in series with the circuit being test- the test revealed something really shifts were occurring exactly when
ed. Anything less than full bright- odd: When third gear was com- commanded, and the 2-3 slip/flare
ness would indicate a potential manded it took nearly five seconds was gone. The truck was now
fault. The only thing that made me before the ground for the 2-3 shift ready to go back to our customer.
skeptical was the fact that both solenoid was turned off (as com- Scan tools are great for telling us
shift solenoids are commanded off manded) by the PCM. I also noted what the PCM sees for input val-
in third gear, so a problem in the that the light “faded” to dark in- ues, but they can’t always detect or
circuit itself seemed unlikely. I stead of immediately going off. tell us what the outputs are doing.
wanted to check the circuits any- Aha! Somehow the PCM wasn’t re- There are many diagnostic tools
way. leasing the ground immediately available for a technician to buy,
A forced ground on each circuit when commanded to do so, and but they are no substitute for a
with the PCM disconnected this made perfect sense in regard technician’s ability. In the end,
showed a full, bright light on all of to the delay and slip condition of sometimes instinct, common sense
them, and that proved that the the unit, since we weren’t releasing and some crude test equipment are
wiring and solenoids themselves second gear in a timely and all we need to make those pesky
were in fact capable of supporting smooth fashion. diagnostic nightmares disappear
the proper electrical load. Next, I I’m no engineer, so I wasn’t real- and get the vehicle back to a
needed to reconnect the PCM and ly interested in knowing what was pleased customer. TD
manually make the shift com- actually happening inside the
mands with the scan tool to see PCM; I just knew that what it was Larry Porter has been with Certified Transmissions
whether the PCM drivers also had doing was wrong. I also knew that for 20 years. He is the lead diagnostician at
the ability to carry the load. It was no input I was aware of could Certified’s Maple Street store in Omaha, Neb.
this test that finally revealed a fault cause this condition, so I ordered a

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at your fingertips.

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D I G E S T ®
The Automotive Powertrain Industry Journal

Circle No. 16 on Reader Card

January 2010 53
TECHNICAL TRAINING Tasc Force Tips
Author: Subject: Essential Reading:
Tory Royce Differences between early- and late- Rebuilder
design accumulator bodies
Shop Owner
Unit:
Center Manager
TF-60SN (09G, 09K, 09M, 6F21WA)
Vehicle Applications: Diagnostician
VW, BMW/Mini R&R

TF-60SN Accumulator-Body Caution

©2010 Sonnax Industries

S
o you’ve got it figured out. 1
The cause of that TF-60SN
converter issue you’ve been
fighting has finally been narrowed
down to wear in the lockup-clutch
control bore. Well, before you
reach for that pot of gold at the end
of the rainbow, here are a couple of
things you should know.
There are actually two different
versions of the TF-60SN accumula-
tor body in circulation. Figure 1
shows the visual differences be-
tween the two castings. This is the
simplest way to identify which
style you have.
Figure 2 shows, although it is
not as obvious, that there is a dif-
ference between the parts used in
the two versions. Look closely at
the spring end of the valve.
The good news is that the same
valve repair kit for the lockup- 2
clutch control bore can be used to
repair either version. The catch is
that the installation procedure is
not the same, because of the differ-
ence in bore length.
Why is the installation proce-
dure so critical? If the late-body in-
stallation procedure is used in an
early body, the mistake will be
frustrating but obvious: It will not
all fit in the bore. At least you will
know you have a problem.
However, if an early-body installa-
tion procedure is used in a late
body, you will be able to install the
parts, re-assemble the unit and re-

54 Transmission Digest
 3 Early-Style Installation 5 Adapter plate

4 Late-Style Installation
reaming. You should buy or fabri-
cate an adapter plate (Figure 5)
that will allow you to securely
mount and accurately position this
valve-body section for reaming.
Once you have identified and
used the appropriate installation
procedure, you will be on your
install it into the vehicle. You may the length difference. way to that pot of gold and a
not discover that you do not have Remember that TF-60SN is the happy customer. TD
lockup until the road test. AW designation but you may see
Figures 3 and 4 show the lineup and recognize this unit under a va- Tory Royce is a Sonnax Technical Support
difference between the two instal- riety of names. VW 09G, 09K and Specialist and a member of the Sonnax TASC
lation procedures. Early-style ac- 09M are common to many of you, Force (Technical Automotive Specialties
cumulator bodies, having the with 09G often used to refer to any Committee), a group of recognized industry tech-
nical specialists, transmission rebuilders and
shorter valve-body bore length, of the three. BMW/Mini builders
Sonnax Industries Inc. technicians. E-mail Sonnax
use the valve/sleeve, spring and know this unit as the 6F21WA. Tech Support at [email protected] or call 800-
plunger/sleeve combination. Regardless of the label or designa- 843-2600.
Later-style bodies, because of their tion, the other thing you should re-
longer bore length, use all the member about this unit is that the
same components plus a valve- accumulator body is extremely
stem cap and a spacer to make up small and not easily secured for

Circle No. 18 on Reader Card

January 2010 55
48RE Oversized PR Valve & Line/TV-Pressure Plug Hyundai W4A42, W4A51, W5A51
An oversized version of Sonnax’s lube regulated PR valve Corteco has announced the availability of the right axle seal
is now available for the Chrysler 48RE. Until now, improv- for 1996-up AWD W4A42, W4A51 and W5A51 transmis-
ing converter charge without converter drain-back and cor- sions. The new seal has been added to TransTec® overhaul
recting worn-out line/TV-pressure plug bores was not an kits 2416,
option on a 48RE because of its unique pressure-plug de- DP2322 and
sign, the company said. Kit 22771A-16K includes the same DP2323, the
oversized PR valve found in other Sonnax kits and a spe- company said.
cially designed over- The seal is also
sized pressure-plug available sepa-
lineup to replace the rately by order-
worn-out OEM design. ing TransTec
It can be installed using part number
a VB-FIX reaming B37133. The
fixture and the same corresponding
F-22771A-TL7 tool kit OEM reference
used for other Chrysler number is
RWD valve bodies. Circle No. 101 on Reader Card 47452-39000. Circle No. 103 on Reader Card

Mechanical Locking Differential 722.6/NAG-1 LPR Valve-Bore Repair Package

Yukon Gear & Axle® has released the Grizzly™ locker for a This kit from Superior Transmission Parts repairs a lubri-
variety of street and off-road applications. These mechani- cation-pressure regulator-valve bore in the Mercedes
cal locking units feature an 8620 chrome-moly case and 722.6, Chrysler NAG-1, Jeep W5A/J series and Jaguar W5A
8620 chrome-moly internals for added strength, and the units and addresses the excessive bore wear in the lubrica-
patent-pending design reduces common locker failures, the tion-pressure regulator circuit that causes a “judder” or, as
company said. some describe, a “vibration, shudder/bump/bang” when
Applications include the torque-converter
Ford 9-inch in 28- and clutch is applied. The
31-spline, Chrysler patent-pending kit,
11.5-inch, GM 11.5-inch, Part # K093, includes a
D44, Toyota four-cylinder reamer guide, align-
and V-6, GM 14-bolt ment tool, reamer,
truck and Rockwell necessary hardware
2.5-ton, with more and five hardened-steel
applications coming replacement valves to
soon. All units are repair five units, the
Circle No. 102 on Reader Card Circle No. 104 on Reader Card
assembled in the U.S. company said.

56 Transmission Digest
 Line-Pressure Booster Universal CVT Fluid
An easy-to-install line-pressure booster that increases International Lubricants
clutch clamping force and torque capacity in select Jeep Inc.’s new LUBEGARD
and Dodge truck transmissions is now available from Universal CVT Fluid
Sonnax. Chrysler 45RFE, 545RFE and 68RFE transmissions (P/N 67032) is a universal
use a full-range line-pressure sensor mounted on the out- formula for use in any
side of the transmission for “closed-loop” line-pressure belt-type continuously
control. The line-pressure booster installs between the variable transmission. More
transmission pressure sensor and vehicle harness using than 80% of CVTs use belts,
OEM-style the company said, and the
connectors. fluid is designed to help
Installation shops and service centers
typically takes eliminate the need to stock
less than five multiple fluids for the various
minutes, the units. The fluid is not for use
company said. in chain-operated CVTs.

Circle No. 105 on Reader Card Circle No. 108 on Reader Card

Bearing Puller 1/2-Inch Impact Wrench

Because of increased overseas competition over the past The Snap-on MG725 1/2-inch impact wrench provides
year, Yukon Gear & 1,190 lb.-ft. of bolt breakaway torque and 810 lb.-ft. of
Axle® has re- working torque. The single-chamber motor provides
sourced its U.S. sup- greater power and speed
plier for bearing to remove stubborn
pullers. It still offers bolts. The one-piece
the same high-quali- precision-machined
ty tool with handy magnesium housing
bench-top stand, the yields an extremely
company said. These durable, lightweight,
pullers remove carri- balanced unit with mini-
er bearings safely mal vibration, the com-
and easily, saving pany said, and superior
them for reuse, and control results in less
handle applications user fatigue. A muffler
from import car up kit reduces noise for
to one-ton truck. Circle No. 106 on Reader Card quiet performance. Circle No. 109 on Reader Card

Ford C4 Billet-Steel Forward-Clutch Drum Drivetrain Protection Device

TCS Products’ new Ford C4 forward-clutch drum is preci- Sonnax Power Train Savers mount into an existing drive-
sion machined from 4140 heat-treated, stress-relieved bil- shaft and feature patented Torque Fuses® that protect the
let steel. This drum is an ideal replacement for the OEM drivetrain by shearing if harmful over-torque occurs.
drum, providing supe- Maintenance and driveline shops can profit from the device
rior strength and by becoming an authorized installer, the company said.
durability for drag Each set of Torque Fuses
racing and off-road is engineered and calibrat-
applications, the com- ed to shear just prior to
pany said. The drum the powertrain breaking
is a 100% drop-in point. Once this occurs,
product; no modifica- the driveshaft remains in
tions are necessary. place, supported by an in-
It’s also available with ternal system. The drive-
a TCS input shaft train is repaired by
made from 300 replacing the Torque
Maraging billet steel. Fuses.
Circle No. 107 on Reader Card Circle No. 110 on Reader Card

January 2010 57
Industry
News
Equipment and Tool Institute Engine Remanufacturer in Sonnax Throttle Valve
Launches Redesigned Web Minnesota Joins Certified Kits Restore Original
Site Distributor Network Pressure AND Allow
The Equipment and Tool Tri Star Engines, an engine re- Custom Adjustment for
Institute has launched its new Web manufacturer in the Minneapolis Heavy Duty Applications
site www.etools.org. The complete- metro area, has become a distribu-
When you are building any 42-48RE or
ly redesigned site provides mem- tor of Certified Transmissions.
earlier RWD Chrysler transmission with a
bers with the ability to update their “For over two decades our cus-
throttle valve, be sure to consider all your
own member profiles, contribute to tomers have depended on Tri Star options when dealing with the throttle
blogs and forums, and access ETI for high-quality remanufactured valve bore.
event de- engines,” said Dave Steine, presi- Chrysler has used the same basic sys-
tails, key dent of Tri Star Engine. “With the tem for decades, but as horsepower and
documents, addition of Certified Transmissions torque have increased, a properly tuned
reports and we can now offer the same quality TV system is more critical than ever for
forms. in our transmission line.” optimal line pressure and shift points.
The new Tri Star offers the full line of
site also fea- Certified products – transmissions
tures streamlined site navigation and transfer cases – along with
and access to ETI sub-sites includ- Certified’s trademarked Road
ing the TEK-NET Library and the Ripper series designed for heavy-
State-by-State I/M Program site. duty and high-performance appli-
There is also a section dedicated to cations. The Road Ripper units
prospective members where they complement Tri Star’s heavy-duty
can find essential information and high-performance applica-
about joining ETI and what becom- tions, said Certified President Peter
ing a member means. Fink.
“The new Web site showcases
ETI information and the resources
available to our members,” said TEMCO Recognized for Sonnax has three kits with different
Jessie Korosec, marketing manager. Supportof Marine Helicopter features to help you deal with this valve
“We strive to continually add to lineup. 22771-03K and 22771-HDK3 are
Squadron One the same diameter as the original valves
our member offerings, and our new
Web site is a big step toward en- TEMCO President Russ Godfrey and require no machining to install. The
recently received a citation of ap- plunger valve in the 22771-HDK3 kit is
hancing the ETI membership expe- modified for use in heavy duty applica-
rience. This is our communication preciation from Marine Helicopter
Squadron One, which operates the tions. The 22771-04K is oversized and
tool aimed at establishing a closer requires reaming the bore. When the over-
relationship with our member- U.S Marine Corps helicopters that
sized valve is installed, the valve lineup
ship.” provide transportation for the and TV pressure are restored to like-new
Founded in 1947, the institute is president of the United States. condition.
a trade association of automotive The squadron recently bought All three kits can be installed with the
tool and equipment manufacturers TEMCO’s model T5 parts-washing original TV spring or with an optional TV
and technical-information cabinets for its fleet maintenance spring. Multiple spring and shim combina-
division. Godfrey said he was rec- tions allow tuning of shift points for earlier
providers. ETI’s mission is to ad- or later shifts depending on the specific
vance the vehicle-service industry ognized for his efforts to answer all
questions and provide information needs of the application you are building.
by providing technical data and Carefully check the bore of these units
open dialog between the manufac- in a timely and professional man-
for wear and pick the kit that works best
turers of transportation products, ner. for your situation.
government regulators and the “I was just doing my job pre-
providers of tools, equipment and senting our products, answering
questions,” he said, adding that he 800-843-2600 • 802-463-9722
service information.
was surprised and proud to have www.sonnax.com
received the citation. TD

58 Transmission Digest
 MARKETPLACE
Performance Parts Parts

HYDRAMATIC
POWER GLIDE
DYNAFLOW
JETAWAY
ROTO
FM 2
Etc.

U.S. Mfg. From 1946 to Date Automatic Car and Light Truck

TRANSMISSION PARTS
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PRODUCTS Phoenix Arizona

FOR SALE?
Call Mike Anderson
at 1-800-274-7890
Call Mike Anderson at
for Your Ad Placement 1-800-274-7890
for Your Ad Placement
January 2010 59
 MARKETPLACE
Parts Parts Parts
WANTED : PUMP & DRUM CORES
350 NLU & L/U, 400 6 & 8 BOLT, C-6, C-4, 727
Z5/':,'( Greg Sajenko Operations Manager
Reman Industries, Inc.
Direct: 847-709-6808
Main: 847-228-8787

XF
DBSSZ
QBSUT
GPS
Fax: 847-228-8799
PWFS

EJGGFSFOU
VOJUT

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JO

TUPDL

BU
BMM
UJNFT


3  
KWWSZRUOGZLGHWUDQVPLVVLRQVFRP

All Foreign and Domestic Hard Parts

7
# WHOLESALE! WE HAVE WHAT YOU NEED
. We now carry a FOREIGN & DOMESTIC
+ complete line of Standard Transmissions
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; YKVJEQTGGZEJCPIG
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[GCTYCTTCPV[
Rebuilt Units
VWDQGDUG DXWRPDWLFKDUGSDUWV WE STOCK OVER *ONE CALL DOE
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ES IT ALL*

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QI





GBY
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60 Transmission Digest
 MARKETPLACE
Parts Parts Parts
AUTOMATIC HARD PARTS WAREHOUSE
Imports • Domestic • European
Se habla
Español

1.877.888.5160
LOCAL 614.444.5160 FAX 614.444.5165
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WE STRIP 350+TRANSMISSIONS A DAY

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Full line of quality hard parts
Reman valve bodies ■ Hard Parts
Soft parts ■ Complete
Torque converters Transmissions
Specializing in hard-to-find parts ■ Torque Converters
State-of-the-art machine shop! ■ Transfer Cases
WE WELCOME RETAIL AND WHOLESALE Specializing in supplying cores to the
rebuilding industry worldwide
888-782-0901
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E-mail:[email protected] 716-893-2661 Se habla
Español
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Pat. #6,192,567

SERVO BORE
REPAIR KIT ZF TRANSMISSIONS

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stop the le AUDI-BMW-JAGUAR-LAND ROVER-PORSCHE-SAAB-VW AND OTHERS.

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5R55W/S/N, AODE/4R70W, AOD
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TbR TRANSMISSION PARTS
Authorized ZF Parts Distributor For Passenger Cars
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4L60, 4L80, 4T60 - fwd, 4T60 - rev
NORTHLAND TRANSMISSION INC.
715-458-2617 ▼ www.servobore.com 404-351-9559

January 2010 61
 MARKETPLACE
Remanufactured Units Remanufactured Units Remanufactured Units
ERIKSSON INDUSTRIES
1-800-388-4418
Authorized Parts Distributor
Remanufactured Units DYNO TESTED
■ 1 YEAR UNLIMITED MILE WTY ■
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Call: 616.748.5735
or 616.748.5736
www.autosportsunlimited.com
contact:[email protected]

62 Transmission Digest
 MARKETPLACE
Remanufactured Units Tools & Equipment Torque Converters
TORY DESIGNED BY REBUILDERS 1(('48$/,7<
LARGE INVEN FOR REBUILDERS
Quality Remanufactured Transmissions &219(57(56"
& Transfer Cases plus 261 HD, 263 HD, 263 XHD

12
12 Month
Month Warranty
Warranty -- unlimited
unlimited miles
miles

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ALL STAR STANDARD TRANSMISSION
Tampa, FL 33614 1-877-884-8553
www.allstarstandard.com Tough enough for 2YHUKDXO6\VWHP
Tools & Equipment the Marine Corps.
Tough enough for
your business. &DOOXV
Let us show you the TEMCO difference!
Customer service is our top priority! ZZZDWLUDFLQJFRP
Grainger replacement parts.
MADE IN USA
TEMCO est. 1978
1-800-245-1869
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Leading The Industry Since 1978

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“Quality is
Priceless”

602-992-2961 Domestic, Industrial

Foreign, High-Performance
MPLS, MN 800-262-2063
GARY, SD 800-658-3021

January 2010 63
 MARKETPLACE
Valve Bodies Valve Bodies

Business Opportunity
For Sale: complete turn-key Transmission Index to Advertisers
Shop. Fully equipped. Located in Orlando, Florida,
on busy Hwy. With long term lease. $49,000.00. Advertiser Page Reader
Call Rich for details, 407-375-7321. # Card #
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Help Wanted Certified Transmission ..........................3 .............2

REAM MAN VALVE BODIES NATIONAL EMPLOYMENT

HEADQUARTERS
Consolidated Vehicle Converters ........31 .............3

877-337-4681 for the transmission industry

We make it easy to relocate.
ETE Reman...........................................5 .............4

REDUCE COMEBACKS! Employees and shop owners EVT Parts .............................................9 .............5

INCREASE PROFITS! 1-888-412-TEAM HGM Automotive Electronics ..............51

●NATIONWIDE SHIPPING www.transteam.com
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TO YOUR FRONT DOOR
READY TO BOLT ON.
Businesses for Sale Jasper Engines & Transmissions .......BC .............6

●Complete Remanufactured Immaculate and well established. Randyʼs Ring & Pinion ........................11 .............7
& Tested, Sonnax Updates. 2 bays with 2 lifts. 1,400 square feet. Located in
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●1 Year Warranty ●Tech Support fishing, skiing and snowmobiling. Retiring.
Slauson Transmission Parts ...............46 ...........17
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www.reamman.com Reduced to $99,600. 406-570-9074
Sonnax ..............................................IFC .............9

Software SuperFlow Technologies Group..........55 ...........18

Superior Transmission Parts ...............13 ...........10

R.O. Writer Software
Used by 100ʼs of transmission shops across the Superior Transmission Parts ...............23 .............8
country. Prepackaged labor operations, interface to
Mitchell or AllData. www.advance-soft.com or call Teal Automotive Inc. ...........................43 ...........11
860-429-3721.
Transmission Digest Binder ................53

SuperFRED powered by Management Transmission Specialties ....................35 ...........12

Feedback Systems, Inc.
Transmission Tech/Talk ......................25
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TRNi ....................................................45 ...........15

WIT......................................................53 ...........16

64 Transmission Digest
Seminar Audio Recordings 2009
Shop Management Transmission Technical
Shop Management Package of 8 CDs . . . .$136 Technical Package of 7 CDs . . . . . . . . . . . . . . . $115
Individual CD orders . . . . . . . . . . . . . . $19 each Individual CD orders. . . . . . . . . . . . . . . . . . $19 each

09 -M01 Five Keys to Making Money in a Rocky Economy 09 -T01 R&R Workshop
Mathew Winslow, Automotive Training Institute Jim Davenport, Jasper Engines & Transmissions
Nuts and bolts procedures to understand and maximize the workings Jim’s session concentrates on the profitable retail installation of
of your shop business. remanufactured transmissions.

09 -M02 Use the Five Keys for Results Now! 09 -T02 TF60-SN (6-speed 09G)
Mathew Winslow, Automotive Training Institute Wayne Colonna, ATSG
From planning cash flow to retirement, use the Five Keys to make Introducing this VW, Audi and Mini Cooper application to the industry
your business work for you. by looking at how it works with diagnostic tips and procedures.

09 -M03 Understanding Men and Women in the 09 -T03 Up Front and Close Up with ZF 6HP26
Automotive Workplace Part 1 Pete Luban, ATSG
Craig and Deborah Van Batenburg, AAMs This relatively late-model unit has some unique features that
Husband-and-wife team trainers take a delightful look at improving rebuilders should learn before jumping in. Concentration on
communication with women diagnostics and rebuilding tips.

09 -M04 Understanding Men and Women in the 09 -T04 Understanding Controller Area Network
Automotive Workplace Part 2 Bernie Thompson, ATS
The inner workings of the CAN system, which allows different vehicle
Craig and Deborah Van Batenburg, AAMs processors to communicate and transfer data. Widely used since ’06,
Husband-and-wife team trainers take a delightful look at improving CAN is now standard in domestic applications.
communication with women employees and customers.

09 -T05 The Builder’s Bench

09 -M05 Increasing Profitability Through Organization
John Parmenter, Precision International Advisory Board
Robert Spitz, Management Success John’s quick-paced tour through a number of popular units points out
Developing the managerial skills to lead today’s aftermarket shop to pitfalls and some little-known tricks for getting the perfect rebuild.
higher profits.

09 -T06 Profiting with Hybrids Part I

09 -M06 Sales Tune-up
Craig Van Batenburg, Automotive Career Development Center
Terry Greenhut, Business Editor, Transmission Digest A general introduction to the unique requirements for repairing
Part new, part refresher in the philosophies and activities that can hybrids with special emphasis on drivetrain issues.
lead to winning more business at your shop

09 -T07 Profiting with Hybrids Part II

09 -M07 Shop Personnel Policies
Craig Van Batenburg, Automotive Career Development Center
Robert Spitz, Management Success A general introduction to the unique requirements for repairing
A specific look at automotive-shop personnel issues specific to hybrids with special emphasis on drivetrain issues.
technicians and rebuilders.

09 -M08 Closing the Deal Handouts on CD

Terry Greenhut, Business Editor, Transmission Digest PDF Format includes
Hands-on methods for closing the deal with customers through better Management and Transmission Technical
understanding what customers want and better communicating how session materials distributed.
your shop can deliver.
$50

Visa and MasterCard Accepted

Make Checks payable to: M D Publications, Inc.
U.S. Orders: Includes Postage & Handling Allow 4 to 6 weeks for delivery International Orders: Please inquire for shipping charges
Mail: PO Box 2210 Springfield, MO 65801-2210 E-mail: [email protected]
Phone: 417-866-3917 or 800-274-7890 Fax: 417-866-2781
Circle No. 6 on Reader Card