DOWNLOAD PDF 58. AUTOMATIC TRANSMISSION SERVICE

Transcription

1 Chapter 1 : Auto Transmission Service - Transamatic Auto Repair - Chico - CA Highway 58 Transmission And More Auto Repair - Raymore, MO - Highway 58 Transmission And More With 30 years of experience, Highway 58 Transmission And More of Raymore, MO is your trusted authority for expert and dependable auto repair and services. Transmission Fluid Service Service What is transmission fluid and how does it work? Automatic transmission fluid is a special purpose hydraulic fluid that circulates under high pressure to control the valves, bands, clutches, and the torque converter within a transmission. The transmission fluid lubricates and cools all of the moving parts in the transmission. The fluid contains important additives, such as friction modifiers, which help to keep the friction components within the transmission from slipping. For these reasons, it is important to maintain the proper fluid level. Low transmission fluid levels can result in inadequate lubrication of gears, shafts, and bearings, causing noise and accelerated wear. Low fluid can also cause low system pressure, resulting in harsh or delayed shifting. When to replace transmission fluid? If the fluid has a burnt odor it has been overheated and should be changed immediately to minimize the risk of damage to the transmission. Should you accidentally top off the transmission fluid with engine oil or the wrong fluid, do not attempt to start the car and request a fluid change immediately. Transmission fluid change intervals vary by vehicle manufacturer as well as the severity of service; such as towing, city driving or high-temperature operation. If no mileage or service life is specified, fluid changes are recommended every 60, miles to prolong the useful life of your transmission. It is becoming more and more popular in later-model vehicles for the transmission to be filled with very special permanent lifetime transmission fluid that never requires changing. These transmissions usually will not have a dipstick or means to add fluid in order to avoid accidental contamination. So except for transmission failure of some sort, servicing is not required. How do mechanics replace transmission fluid? Measure and record current level of fluid in transmission to inform later diagnostics if the fluid change has been sought because of difficult shifts. Warm fluid to normal operating temperature. Then drain the fluid either via transmission pan removal, transmission drain plug removal, or transmission case drain plug removal. Evaluate condition of removed fluid for contaminants, burnt odor and so forth. Access and clean any magnets installed in the transmission, which accumulate and hold ferrous wear materials. If amount and type of contaminants exceed normal levels, evaluate for possible transmission damage and advise vehicle owner as necessary. Remove and replace the transmission fluid filter, if equipped. Refill transmission with model specific fluid Newer cars may have sealed transmissions. Fluid fill will be through plugs on the transmission case instead of through a conventional fill tube or dipstick. Finalize fluid level after transmission fluid is at operating temperature. Road test vehicle for shift quality and re-check fluid level at end of road test to check for leaks. Is it safe to drive with a transmission fluid problem? If the transmission shifts properly, the car is safe to drive and you can have the fluid inspected, and changed as needed, at your earliest convenience. Note, though, that if you have a transmission fluid problem, such as burnt or contaminated fluid, there is a potential for damage to the transmission. So, if the transmission fluid has a burnt odor, has never been changed despite high miles on the vehicle, or there are shift difficulties, schedule a transmission fluid change and the mechanic will evaluate your vehicle. When replacing transmission fluid keep in mind: If the transmission is equipped with a filter, the filter must be changed. Synthetic transmission fluids are preferred due to their better performance and longevity in high temperature and severe service applications. The additional cost of synthetic fluid is reasonable considering the infrequency of fluid changes. The transmission case, and output shaft seals, in particular, should be evaluated for leaks during transmission service. Never introduce aftermarket leak sealers, seal conditioners, or modifiers into the transmission fluid unless the material is specifically approved, in writing, by the original equipment manufacturer for your specific year, make, and model. Fast and easy Transmission Fluid Service service at your home or office. With YourMechanic you can skip the auto shop altogether. They send certified and screened mechanics straight to your door and enable you to save big on car repair and maintenance. Page 1

2 Chapter 2 : Lincoln Turbo-Drive Transmission Repair Shop Manual Original - Automatic Transmission Service (S1E2) Demonstrated on a Jeep Grand Cherokee 4WD. In this video, we demonstrate how to perform a full gasket-and-filter service on an automatic transmission. History[ edit ] Modern automatic transmissions can trace their origins to an early " horseless carriage " gearbox that was developed in by the Sturtevant brothers of Boston, Massachusetts. This unit had two forward speeds, the ratio change being brought about by flyweights that were driven by the engine. At higher engine speeds, high gear was engaged. As the vehicle slowed down and engine RPM decreased, the gearbox would shift back to low. Probably the first use of which was in the Wilson-Pilcher made between and In this form of gearbox the planetary gears are in constant mesh, and all that is required is to use a mechanism to fix or release the rotation of the outer gear ring. The vehicle also had a separate cone clutch operated by a foot pedal which could be latched in position to run the engine when stationary, e. Like more modern automatic transmissions the gears were helical to reduce noise, and were sealed inside an oil-filled gearbox. There are no reports of the manufacturer seeking to automate the changing of the gears, though the design eliminated the requirement for using the foot clutch except when starting or stopping. The Model T, in addition to being cheap and reliable by the standards of the day, featured a simple, two speed plus reverse planetary transmission using straight cut gears whose operation was manually controlled by the driver using pedals. However, an article published by the Wall Street Journal credits the German auto parts company ZF Friedrichshafen for the invention, which would have occurred shortly after World War I. In, both REO and General Motors developed semi-automatic transmissions that were less difficult to operate than a fully manual unit. These designs, however, continued to use a clutch to engage the engine with the transmission. The General Motors unit, dubbed the "Automatic Safety Transmission", was notable in that it employed a power-shifting planetary gearbox that was hydraulically controlled and was sensitive to road speed, anticipating future development. Invented early in the 20th century, the fluid coupling was the answer to the question of how to avoid stalling the engine when the vehicle was stopped with the transmission in gear. Chrysler itself never used the fluid coupling with any of its automatic transmissions, but did use it in conjunction with a hybrid manual transmission called " Fluid Drive " the similar Hy-Drive used a torque converter. Available as an option on Oldsmobiles and later Cadillacs, the Hydra-Matic combined a fluid coupling with three hydraulically controlled planetary gearsets to produce four forward speeds plus reverse. The transmission was sensitive to engine throttle position and road speed, producing fully automatic up- and down-shifting that varied according to operating conditions. It also found use during World War II in some military vehicles. From to, Lincoln cars were also available with the Hydra-Matic. Mercedes-Benz subsequently devised a four-speed fluid coupling transmission that was similar in principle to the Hydra-Matic, but of a different design. In, GM introduced the "Jetaway" Hydra-Matic, which was different in design than the older model. Addressing the issue of shift quality, which was an ongoing problem with the original Hydra-Matic, the new transmission utilized two fluid couplings, the primary one that linked the transmission to the engine, and a secondary one that replaced the clutch assembly that controlled the forward gearset in the original. The result was much smoother shifting, especially from first to second gear, but with a loss in efficiency and an increase in complexity. Another innovation for this new style Hydra-Matic was the appearance of a Park position on the selector. The original Hydra-Matic, which continued in production until the mids, still used the reverse position for parking pawl engagement. Each of these transmissions had only two forward speeds, relying on the converter for additional torque multiplication. In the early s, BorgWarner developed a series of three-speed torque converter automatics for American Motors, Ford Motor Company, Studebaker, and several other manufacturers in the US and other countries. Chrysler was late in developing its own true automatic, introducing the two-speed torque converter PowerFlite in, and the three-speed TorqueFlite in The latter was the first to utilize the Simpson compound planetary gearset. General Motors produced multiple-turbine torque converters from to These included the Twin-Turbine Dynaflow and the triple-turbine Turboglide transmissions. The shifting took place in the torque converter, rather than through Page 2

3 pressure valves and changes in planetary gear connections. Each turbine was connected to the drive shaft through a different gear train. These phased from one ratio to another according to demand, rather than shifting. The Turboglide actually had two speed ratios in reverse, with one of the turbines rotating backwards. By the late s, most of the fluid-coupling four-speed and two-speed transmissions had disappeared in favor of three-speed units with torque converters. Also around this time, whale oil was removed from automatic transmission fluid. Many transmissions also adopted the lock-up torque converter a mechanical clutch locking the torque converter pump and turbine together to eliminate slip at cruising speed to improve fuel economy. Some manufacturers use a separate computer dedicated to the transmission called a transmission control unit TCU, also known as the transmission control module TCM, which shares information with the engine management computer. In this case, solenoids turned on and off by the computer control shift patterns and gear ratios, rather than the spring-loaded valves in the valve body. This allows for more precise control of shift points, shift quality, lower shift times, and on some newer cars semi-automatic control, where the driver tells the computer when to shift. The result is an impressive combination of efficiency and smoothness. Parts and operation[ edit ] This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. July Learn how and when to remove this template message Hydraulic automatic transmissions[ edit ] The predominant form of automatic transmission is hydraulically operated; using a fluid coupling or torque converter, and a set of planetary gearsets to provide a range of gear ratios. A cutaway of an 8-speed ZF 8HP showing the major stages of a hydraulic automatic transmission: Hydraulic automatic transmissions consist of three major components: This takes the place of a friction clutch in a manual transmission. A fluid coupling works well when both the impeller and turbine are rotating at similar speeds, but it is very inefficient at initial acceleration, where rotational speeds are very different. This torque multiplication is accomplished with a third member in the coupling assembly known as the stator, which acts to modify the fluid flow depending on the relative rotational speeds of the impeller and turbine. The stator itself does not rotate, but its vanes are so shaped that when the impeller which is driven by the engine is rotating at a high speed and the turbine which receives the transmitted power is spinning at a low speed, the fluid flow hits the vanes of the turbine in a way that multiplies the torque being applied. This causes the turbine to begin spinning faster as the vehicle accelerates ideally, and as the relative rotational speeds equalize, the torque multiplication diminishes. Planetary gears train[ edit ] Consisting of planetary gear sets as well as clutches and bands. These are the mechanical systems that provide the various gear ratios, altering the speed of rotation of the output shaft depending on which planetary gears are locked. Operating much as a ratchet, it transmits torque only in one direction, free-wheeling or "overrunning" in the other. Bands are used for braking; the GM Turbo-Hydramatics incorporated this. It draws transmission fluid from a sump and pressurizes it, which is needed for transmission components to operate. Early automatic transmissions also had a rear pump for towing purposes, ensuring the lubrication of the rear-end components. The governor is connected to the output shaft and regulates the hydraulic pressure depending on the vehicle speed. Modern designs have replaced the mechanical governor with an electronic speed sensor and computer software. The engine load is monitored either by a throttle cable or a vacuum modulator. The pressure coming from this pump is regulated and used to run a network of spring-loaded valves, check balls and servo pistons. The valves use the pump pressure and the pressure from a centrifugal governor on the output side as well as hydraulic signals from the range selector valves and the throttle valve or modulator to control which ratio is selected on the gearset; as the vehicle and engine change speed, the difference between the pressures changes, causing different sets of valves to open and close. The hydraulic pressure controlled by these valves drives the various clutch and brake band actuators, thereby controlling the operation of the planetary gearset to select the optimum gear ratio for the current operating conditions. However, in many modern automatic transmissions, the valves are controlled by electro-mechanical servos which are controlled by the electronic [engine control unit] ECU or a separate transmission control unit TCU, also known as transmission control module TCM. Primarily made from refined petroleum, and processed to provide properties that promote smooth power transmission and increase service life, the ATF is one of the few parts of the automatic transmission that needs routine service as the vehicle Page 3

4 ages. The multitude of parts, along with the complex design of the valve body, originally made hydraulic automatic transmissions much more complicated and expensive to build and repair than manual transmissions. In most cars except US family, luxury, sport-utility vehicle, and minivan models they have usually been extra-cost options for this reason. Mass manufacturing and decades of improvement have reduced this cost gap. In some modern cars, computers use sensors on the engine to detect throttle position, vehicle speed, engine speed, engine load, etc. The computer transmits the information via solenoids that redirect the fluid the appropriate clutch or servo to control shifting. Continuously variable transmission A fundamentally different type of automatic transmission is the continuously variable transmission, or CVT, which can smoothly and steplessly alter its gear ratio by varying the diameter of a pair of belt or chain -linked pulleys, wheels or cones. Some continuously variable transmissions use a hydrostatic drive â consisting of a variable displacement pump and a hydraulic motor â to transmit power without gears. Some early forms, such as the Hall system which dates back to [10], used a fixed displacement pump and a variable displacement motor, and were designed to provide robust variable transmission for early commercial heavy motor vehicles. These concepts provide zero and reverse gear ratios. In this system, the transmission has fixed gears, but the ratio of wheel-speed to engine-speed can be continuously varied by controlling the speed of the third input to a differential using motor-generators. Dual-clutch transmission A dual-clutch transmission, or DCT sometimes referred to as a twin-clutch transmission or double-clutch transmission, is a modern type of semi-automatic transmission and electrohydraulic manual transmission. It uses two separate clutches for odd and even gear sets. It can fundamentally be described as two separate manual transmissions with their respective clutches contained within one housing, and working as one unit. Automated Manual Transmission[ edit ] Also known as semi-automatic transmission SAT and several other names, this automatic transmission type utilizes a regular clutch and gear setup but automates the action by the use of sensors, actuators, processors, and pneumatics. Fuel efficiency is their top priority and it rivals that of manual transmissions. AMT is based on an electronic control unit and a hydraulic system that supervise the use of the clutch and the gear shifting, allowing the driver to change gear without using the clutch, either sequentially or fully automatically. In order to select modes, or to manually select specific gear ratios, the driver must push a button in called the shift-lock button or pull the handle only on column mounted shifters out. Some vehicles position selector buttons for each mode on the cockpit instead, freeing up space on the central console. A floor selection lever in a Ford Escort showing the P-R-N-[D]-D-L modes as well as the shift lock button on the top of the lever Depending on the model and make of the transmission, these controls can take several forms. However most include the following: Park P This selection mechanically locks the output shaft of transmission, restricting the vehicle from moving in any direction. A parking pawl prevents the transmission from rotating, and therefore the vehicle from moving. For this reason, it is recommended to use the hand brake parking brake because this actually locks in most cases the wheels and prevents them from moving. It is typical of front-wheel-drive vehicles for the parking brake to lock the rear non-driving wheels, so use of both the parking brake and the transmission park lock provides the greatest security against unintended movement on slopes. This also increases the life of the transmission and the park pin mechanism, because parking on an incline with the transmission in park without the parking brake engaged will cause undue stress on the parking pin, and may even prevent the pin from releasing. A hand brake should also prevent the car from moving if a worn selector accidentally drops into reverse gear while idling. A car should be allowed to come to a complete stop before setting the transmission into park to prevent damage. This is typically achieved via a normally open inhibitor switch sometimes called a "neutral safety switch" wired in series with the starter motor engagement circuit, which is closed when P or N is selected, completing the circuit when the key is turned to the start position. In many modern cars and trucks, the driver must have the foot brake applied before the transmission can be taken out of park. To select reverse in most transmissions, the driver must come to a complete stop, depress the shift-lock button or move the shift lever toward the driver in a column shifter, or move the shifter sideways along a notched channel in a console shifter and select reverse. The driver should avoid engaging reverse while the vehicle is moving forwards, and likewise avoid engaging any forward gear while travelling backwards. Page 4

5 Chapter 3 : WHAT IS A TRANSMISSION SERVICE? ATRA lx automatic transmission nag1 - service information 21 - Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and trans- ferred to the output shaft (26). There are three main ways in which automatic transmissions can be levelled with the correct amount of oil. Dipstick Levelling Bung Levelling Tube The easiest of these and unfortunately the least common is the dipstick. If your transmission has a dipstick then you level the transmission in the same way you level your engine oil; by dipping the transmission and adding more fluid until the level is correct. If your transmission uses a level bung, you will need a way of pumping the fluid into the transmission from underneath, and you will also need something to catch the oil. The level bung will be somewhere on the transmission at a higher point that the drain bung, and the levelling process involves pumping transmission fluid into the box until it starts coming out of the levelling bung. A level bung will be higher than the drain bung, often facing out rather than down. Some transmission have components fixed in place from the outside, and undoing these by accident will likely result in the transmission needing to be removed and dismantled. A levelling tube often sits in the hole through which the transmission should be drained, and must be removed in order to drain the oil. Source Finally, we have the levelling tube. The levelling tube works in the same manner as the levelling bung in that you pump fluid into the transmission until it starts to come back out. The problem is that the levelling tube is often inside the drain bung, meaning you have to check whether there is enough fluid using the same hole you are filling it through. Needless to say, this is the most difficult and messiest way of levelling an automatic transmission. Draining Your Automatic Transmission Understand that, in a typical transmission oil service, you will only be changing about two thirds of the oil in your transmission. Gravity can only get so much of the fluid inside, the rest remains in places like the transmission cooler, the torque converter, and various places inside the transmission itself. With that in mind, you will need to establish which is your drain bung, find something to catch your old transmission fluid and have a responsible way of disposing of it, and the means to get under your vehicle. If your transmission employs a dipstick or a drain bung, simply place your waste oil receptacle so that it will catch the oil and undo the bung. If your transmission uses a levelling tube, you will need to undo the levelling bung first, then wind out the tube as well. Some transmissions mostly in American vehicles have no drain bung. Leave your transmission draining until the oil coming out slows to a trickle. You can leave it longer if you wish, but be aware that it will continue to trickle out for hours if you let it. There are many specifications of transmission fluid. Make sure you have the right one for your gearbox. Source Levelling Your Transmission Fluid Once you have drained the oil to your satisfaction, refit the sump bung replace it if you want to be really thorough, unless your transmission uses a levelling tube, in which case just replace the tube. If your transmission has a dipstick, simply pour the oil through the dipstick using a funnel. You see, when an automatic transmission is running, it pumps the transmission fluid around the transmission system, including the cooler and torque converter. This is relevant to you because when the transmission is running, the oil level drops significantly as the oil is taken up into the system. Once the oil is levelled, make sure your vehicle is in park, fire up the engine, and then do it again. You can put everything back together and clean up the mess you inevitably made. If possible, you should drive the vehicle, being sure to get all the gears, and then check the level again to be sure. However, as long as the level was not sitting on the minimum when checked, it should be fine. The specification of fluid varies from transmission to transmission. This means no sloped driveways, and no jacking the front end of the car up. Of course, this only applies to transmissions where the filter is accessible without taking the whole gearbox apart! Temperature There is an optimum temperature for the transmission fluid you are putting into your transmission. Transmission dipsticks will often have "hot" and "cold" markers. Some transmissions with dipstick tubes do not actually have dipsticks inside them Mercedes-Benz are guilty of this. It is possible to look up how much transmission fluid your gearbox should take using services such as Haynes, or Autodata. Do not do this. Maybe the previous owner fit a larger cooler, increasing the oil capacity. Filling Through the Dipstick Tube While filling through a dipstick tube is undoubtedly the easiest way to get oil into your transmission, it can be Page 5

6 a little awkward to check the level. The oil tends to cling to the insides of the tube, causing the first few dips to be wildly inaccurate. I find it best to let the oil settle for a few minutes, and then dip it a few times until the level is consistent. If one side of the dipstick shows a different level to the other, always go with the lower side. Page 6

7 Chapter 4 : Transmission Service and Repair at Firestone Complete Auto Care Looking for automatic transmission tech help? Call us at To get our latest tech products you can visit us at blog.quintoapp.com Transmission Service How to Service an Automatic Transmission Step by step service guide on how to service an automatic transmission, this article pertains to most vehicles but was performed on a Saturn Vue. Loosen Drain Plug Step 3 - After the drain plug has been removed the used fluid will pour out. Have a catch basin ready. Old Transmission Fluid Draining Out Step 4 - While the Fluid is draining, inspect and clean the magnet used to trap metal floating around in the transmission. Removing Metal Debris From drain Plug Magnet Step 5 - Once the fluid has finished draining and the particle magnet is clean, reinstall the drain plug and tighten. Fluid Fill Tube Step 7 - Using a funnel to refill the transmission with fluid. Transmission Fluid Funnel Step 8 - After the funnel is in place new fluid can be installed New Automatic Transmission Fluid Step 9 - Install new transmission fluid to its proper level by using the dip stick. Start with 4 quarts and then recheck the system. This transmission has a heat shield to keep heat from the exhaust away from the transmission. Some transmission pans have a fluid drain plug used to drain the fluid. Insert drain plug removal tool and turn counter clockwise. Loosen the drain plug until easily removed by hand. Some transmissions do not have a drain plug. In this case the fluid will exit when the transmission pan is removed. Remove all but two bolts to hold pan in place. Gently lower the pan from the car. You may have to move a heat shield or gear selector cable mount to remove the pan. All transmissions have some metal in the pan but excessive metal can mean more serious problems. The transmission in this example was maintained properly and has little metal in the pan. A particle magnet traps metal keeping it away from moving internal parts. Installing Transmission Pan Gasket Before fitting your new gasket to the transmission pan, clean the pan magnet completely. Some gaskets are manufactured with gasket sealer built right in like the one in the diagram above. If a gasket is made of cork or some other style of gasket, you will need a gasket fastening cement before installation. Removing Used Transmission Filter Some filters are secured to the transmission with bolts or clips. The transmission filter in this photo is held in by an o-ring seal at the front of the filter. This enables a secure seal to the new gasket when the pan is reinstalled. While the transmission pan is removed inspect the electrical connection to the shift control solenoids. The control solenoids determine what gear the transmission is operating in and are housed in the valve body. All electrical connectors inside the transmission should be secure for proper operation. As with most seals, its important that this seal does not leak. If the transmission filter seal leaks it can cause the transmission to ingest air causing low transmission hydraulic pressure. Reinstall filter in its proper location, re-bolt or re-clip as needed. Re-Installing Automatic Transmission Pan Carefully reinstall the transmission pan, do not damage the gasket on reassembly or transmission fluid might leak. Reinstall bolts and tighten them in sequence one away from the other and continue until all pan bolts are snug. Helpful Information Changing the fluid in the automatic transmission in your vehicle promotes proper operation and helps the transmission last longer without failure. All car manufacturers have different service intervals for their particular transmission. In a typical transmission service, the fluid is completely flushed including the torque converter, a filter is changed, the transmission pan is cleaned and a new pan gasket installed. Common Problems Premature transmission failure due to lack of maintenance, low fluid, dirty filter. Best Practices Allow the engine to warm and recheck the fluid level. Do not overfill the transmission, it could cause the fluid to foam which can cause premature transmission failure. Recheck transmission for leaks and recheck fluid level in a couple of days. When refilling, use manufacturer specified fluids. Chapter 5 : Neutral Safety Switch - Automatic Corvette Central Find great deals on ebay for automatic transmission repair kit. Shop with confidence. Chapter 6 : Automatic Transmission Repair - Service - Rebuild Cottman Page 7

8 Automatic Transmission Repair at Cottman. When that happens, you'll be glad you have Cottman in your corner. Your local Cottman center has been specializing in automatic transmissions for over 50 years. Chapter 7 : Automatic transmission - Wikipedia A transmission fluid change with a transmission filter change, including the transmission fluid specifications recommended by the manufacturer of your vehicle. Whatever your car or truck mileage, Firestone will service your transmission according to your vehicle's manufacturer recommendations. Chapter 8 : How to Service an Automatic Transmission Yourself AxleAddict Transamatic Auto Repair has been providing quality service to the Chico community for over 58 years. We are the experts in transmission repair and maintenance. Our technicians are professionally trained and certified. Chapter 9 : Transmission Fluid Service Service & Cost YourMechanic Repair Ever wanted to do a complete Automatic Transmission Service with a Fluid Flush and Fluid Change! Well now you can do it in 10 Minutes! This DIY is super easy really fast and ridiculously cheap. Page 8