Archive for the 'Transmission Repair' Category
It is most common to find driveshaft u-joints on rear wheel drive automobiles. You may also find them driving the front wheels on 4 Wheel drive models with I beam suspension like on some older Ford trucks.
In some cases this flexible joint will have a grease fitting and will require regular service. In other cases they are sealed from the factory and will require no lubrication at all. Drive-shaft u-joints have been around for a long time.
Common driveshaft u-joint problems
One of the most common signs of a damaged or bad universal joint is when a clunk is heard when the transmission is shifted into gear or moved from reverse to drive. This clunk can be caused by other problems but may be a sign of excessive clearance in the u-joints.
When a driveshaft flexible joint is on its way out it can also cause vibrations at higher speeds. This may feel like a wheel balance problem. A way to tell the two problems apart is in most cases a worn u-joint will cause vibration during acceleration or deceleration. A tire balance problem will create a steady vibration regardless of throttle position.
The road test would be just the first step in confirming a problem with the driveshaft u-joints. It is easiest to inspect the parts with the vehicle up on a lift. When you inspect the universal joint if you see grease leaking out of the end caps this is a sure sign that there is a problem.
With the vehicle raised in the air and the transmission placed in neutral you can usually grab the driveshaft and rotate it to spin the rear wheels. Moving the driveshaft a half turns up and back in either direction is a good way to inspect for looseness. It should have no noticeable play when moving up and back as described.
Removing and inspecting the driveshaft
Before you remove the driveshaft it is a good idea to mark it in relationship to the differential yoke. In some cases a shaft can be specifically balanced. If you remove and reinstall it and a vibration that was not there before surfaces it might be out of phase.
When the driveshaft is removed it is easier to check the condition of the universal joints on both ends of the propeller shaft. You should be able to rock the u-joints in all directions and it should provide smooth steady movement. Any stiffness or bumping that is felt is a sure sign of a defective u-joint.
Although it is not a common problem I have seen repeat universal joint failures and stubborn vibration complaints from drivers that have had undercoating installed on the vehicle. A sloppy undercoat job can get on the driveshaft itself and cause out of balance problems that can have negative effects on the universal joints life.
If you find u-joints with any problems just go ahead and replace it. In most cases they are not expensive. Different manufacturers have different types of joints and therefore different service procedures are needed.
Example: General Motors original universal joints with plastic inserts can be difficult to replace. The Ford universal joints with removable spring clips are much easier. I recommend that you check your online auto service manual for your specific procedure.
Kings Transmission Seattle offers a full line of U-joint repair and replacement. We also will diagnose driveline problems for free.
Picture of what a Mini Cooper looks like when you have to pull the transmission.
Kings Transmission Seattle is now rebuilding a six speed transmission in a 2006 Mini Cooper S. Alot of shops won’t take on a project such as this as parts are a real problem to find. The dealer told this customer that they could replace the transmission to the tune of six thousand dollars. The other down fall of this unit is that the car has a dual mass fly wheel that can’t be re-surfaced. Luk clutch now makes a change over that comes with a solid flywheel. Much cheaper and will last twice as long.
Kings Transmission Seattle is a proud member of ATRA. ATRA stands for Automatic Transmission Rebuilders Association. Through ATRA we can offer up to a three year warranty nation wide.
Had a customer arrive today with a 2006 Mini Cooper S. Car came in with a noisy 5 speed manual transmission. He was told by the dealer that all they could do was replace the transmission for a cost of around 6000 dollars. Dealer said parts were not available and that all they could do is replace the transmission with a new unit. Kings Transmission Seattle rebuilds the Mini Coopers.
Thank goodness the snow has finally melted in the Seattle suburbs! My apartment complex did not get dug out until several days after the storm and the side streets weren’t much better. Though I did my best to stay off the roads, eventually I had to get into the office.
The slush and ice did a number on my ill-equipped for winter car. I attributed the rumbling at first to driving in slush, but now that the roads are clear I can still hear it. I’ll definitely be making an appointment with King’s West Seattle automatic transmission repair this week. They’ve helped me out in the past, so I know they’ll get right to the root of the problem.
We at European Transmission Repair want our coustomers to know that we offer rebuilds or repair and even replacements on all foreign automatic and manual transmission. Alot of the owners of European cars such as Mercedes, Audi, VW, Volvo, Saab, Volkswagen, BMW, Jaguar and Land Rover think that only the dealers can work on their transmission. We are here to let you know that for half the price of the dealer we will rebuild your transmission with a three year thirty six thousand mile warranty that is good through out the United States and Canada. Call us and let us put your mind at ease. 206-624-1859.
Audi Transmission
Mercedes Transmission
VW Transmission Volkswagon Transmission
Saab Transmission
BMW Transmission
Jaguar Transmission
Land Rover Transmission
Isuzu NPR, NQR, NRR, GM, Mitsubishi FUSO, UD: Prevent Transmission Failure & Overheating Problems
There are three types of automatic transmissions in the Japanese imported midrange trucks. This includes Isuzu’s NPR, NQR, NRR, FRR, and FTR as well as GM’s W3500, W4500, W5500 and W6500 models, Chevrolet’s W3, W4 and W5 trucks, Mitsubishi FUSO’s FE, FG, FH, FK, and FM trucks, and UD’s 1200, 1300, 1400, 1800, 2000, 2300, 2600 and 3300 trucks.
- Jatco (primarily found in ‘98 and older smaller trucks)
- Aisian-Seiki (primarily found in ‘99 and newer smaller trucks)
- Allison (Allison transmissions are found in the bigger imported trucks)
The most common problem we are seeing at Seattle Transmission repair is related to overheating that leads to transmission failure in imported trucks. One cause is related to sludge build-up in the cooling system of the transmission. It can be eliminated by flushing the cooling system with a good grade of transmission cooling system flush that can be purchased at your local auto parts store. This is done by disconnecting the cooler lines of the transmission and flushing the lines and the cooler itself with a good grade of transmission flush.
Flushing the system, along with changing the fluids can extend the life of your transmission and should be done regularly. It is important to change the fluid every 35,000 -40,000 miles even if you’re not experiencing problems. Some people don’t ever change it, some people just change the oil and that results in transmission failure.
The other problem that causes transmission failure from overheating is a malfunctioning electric fan or thermostat that controls the fan. Some models are equipped with an electric fan on the transmission cooler. It is very important to make sure this fan is working properly. There is an easy way to check this: when the engine is hot, visually see if this fan is running by simply looking at it. Or you can short the thermostat wires that control this fan and make sure it is coming on properly. You should check this immediately after pulling a heavy load to make sure the fan is coming on properly to avoid transmission failure. Of course, the best way is to have it checked by a certified and fully trained professional. It is easier and cheaper to replace a faulty fan and/or thermostat than to replace a transmission.
In the last two decades, the diesel power plants offered in diesel pickups have come with ever-increasing horsepower and torque numbers. But, in order for manufacturers to meet durability standards, stronger power train components were needed. As the parent company of Allison (from 1928 to 2007), General Motors engineers knew which automatic transmission would be capable of handling its Duramax engine’s 300 hp and 520 lb-ft at the turn of the century.
Beginning with the ‘01 Chevy and GMC 2500 HD and 3500 trucks, customers purchasing a Duramax-powered Silverado or Sierra had the option of backing it up with the legendary Allison transmission. No doubt, the Duramax and Allison combination provided one of the most bulletproof packages on the market, and many people bought GM trucks based on Allison’s reputation.
Breaking Into The Light-Truck Market
According to the Society of Automotive Engineers (SAE), Allison conducted extensive studies of the North American light-truck market before the Allison 1000 was on the drawing board. Noticing a torque growth in diesel engines torque rating of approximately 15 lb-ft per year (from 1990 to 1994), Allison’s engineers believed diesels would be making 470 to 510 lb-ft by 2000. And with the Duramax’s debut torque rating coming in at 520 lb-ft, we’d say they were spot-on in their power prediction.
Allison LCT 1000
Spawning from the success Allison had with its AT542 automatic transmissions in the medium-duty segment, the Allison LCT 1000 was a much-improved version to say the least. The Allison 1000 came with some key features that the AT542 lacked, such as a parking pawl, Overdrive gear, and a torque converter clutch. Production of the Allison LCT 1000 began in 1999.
Adaptive Learning and the Aftermarket
One of the most advanced features found in the Allison 1000 is its use of adaptive learning technology. The adaptive learning process refers to the transmission’s constant comparison of key shift parameters to pre-programmed (ideal) shift conditions. The electronic transmission controls then make hydraulic adjustments to assure the key shift parameters match the torque to create the ideal shift strategy for the next shift. This is done to keep the driving experience comfortable and avoids any rough shifting instances. This adaptive shifting process continues for the life of the vehicle to provide consistent, optimized shifts.
What are the most common rear differential problems and how can they be dealt with? Read to find out all about it.
One of the most important car parts, yet very less known, is the rear differential. It plays a big role in the functioning of the automobile. In this article, my aim is to specify the function of a rear differential and identify the major rear differential problems that a car owner may have to deal with.
Understanding any car problem requires you to know is a differential work and know about its basic mechanism. Before I delve into rear differential problems, let me briefly describe the role played by a rear differential. One of the most fundamental things that you need to grasp is generation and distribution of torque. Let us see the role played by a rear differential in the overall automobile mechanism.
Function of a Rear Differential
What drives a car is the torque generated in the car’s engine. This is common knowledge but very few people can explain how that torque is transmitted into the rotational movement of wheels. Let me provide a brief overview, which will also explain rear differential function.
Engine torque drives the crankshaft, which is conveyed to the drive shaft, via transmission and it ultimately reaches the wheels through the rear differential. The rear differential is made of gears and it works to control the speed of wheel rotation. When turning, wheel speeds need to differ and this is made possible by the rear differential mechanism. Whenever you make a smooth turn, your rear differential comes into play.
Modern cars come with many types of built in rear differential mechanisms. The most common ones are limited slip differentials or a locking differential which allows for a rear differential to lock. You must have noticed a pumpkin-shaped mechanism between the rear car wheels. That is where the differential is located.
Common Rear Differential Problems
After that brief overview of rear differential function let me discuss some of the most common rear differential problems that may crop up.
Rear Differential Noise
One of the most common differential problems is noise, resulting from friction between internal gears of the rear differential mechanism. This noise is more of a growling kind and becomes louder when you bank into a turn. The reason for noise may be a drop in the differential’s lubricant levels. If left unchecked, this problem can grow, ultimately resulting in a complete breakdown and major car repair. So at the slightest inkling of rear differential noise, it is best to get the mechanism checked out from a mechanic like Kings Transmission Repair. The inner mechanism of a rear differential is just too complex for most people to handle on their own. That’s why, it is best to leave rear differential problems for professionals to solve.
Rear Differential Leak
Another common rear differential problem, which often goes un-noticed is leaking of lubricant. As discussed in the previous point, if lubricant levels drop down, then friction between gears increase. Over a period of time, this may lead to major wear and tear in the gears. That’s why you need to keep an eye on rear differential leak if it ever occurs. If the lubricant level has dropped down substantially, noise may occur. You must immediately correct the leak and replenish the oil level to normal, to prevent any further wear and tear.
Hope this brief guide on rear differential problems was a helpful read. If you include rear differential maintenance into your monthly car maintenance schedule, then problems will rarely arise. At the slightest doubt of problems with the rear differential, it is best to get your car to a service center for checkup. Ignoring the signs of a bad rear differential may ultimately cost you a lot in car repairs.
Clutch diagnosis may be necessary when problems with noise or slipping have been detected. The diagnosis of clutch problems will vary depending on the type of system that is deployed on the vehicle.
Most modern vehicles have a hydraulic clutch assembly. But it is still possible to find vehicles that have a manual clutch cable operated system. Repair and diagnosis is handled very differently between the two.
Before continuing with your clutch diagnosis it is important to identify which type of system is on your vehicle. Below these two common types of systems are explained in more detail.
The important part about knowing what type you have is that a manual cable can be adjusted both for free play on the pedal as well as engagement of the clutch disc itself. The most common hydraulic systems have no such adjustments as they are built into the system.
Hydraulic clutches that are not operating properly may need components such as slave cylinders and master cylinders diagnosed or replaced. Internal seal leaks on these components can occur that will bypass hydraulic fluid without any signs of external leakage. At Kings Transmission Seattle we will diagnosis your vehicle for free.
Manual cable clutch diagnosis
A manual clutch cable looks very similar to an emergency brake cable as it is made of braided wire and covered in a plastic or vinyl sheath. One end of the cable is connected to the top of the clutch pedal.
The other side of the clutch cable is attached to the clutch fork that operates the release bearing or throw out bearing. The casing of a clutch cable is usually fastened to the firewall to provide support and proper operation.
When the clutch pedal is pushed this will disengage the clutch by moving the fork that holds the release bearing. When the pedal is released the pressure plate will clamp the clutch against the flywheel and spin the input shaft on the transmission.
Some manual cable clutch systems have an automatic self adjusting mechanism. Often this is a ratchet that is located at the top of the clutch pedal.
This ratchet is designed similar to a star wheel adjuster that has a tooth ring and a tab to hold its position. Manual clutch cable adjustments may be needed when the clutch cable develops slack due to stretching.
In the automatic adjusting systems mentioned above this should happen on its own when the clutch pedal is released. If adjustments are necessary it is recommended to follow procedures outlined in your manual for your specific vehicle as specifications and procedures will vary.
Hydraulic clutch diagnosis
In many modern cars the operation of the clutch release bearing is controlled by a hydraulic system. This provides easy operation and reduces fatigue on the driver’s clutch leg and foot without sacrificing clamping power to the flywheel.
In hydraulic clutch operation the same tasks are performed as with a manual cable system. The release bearing is operated by a slave cylinder that is controlled by hydraulic pressure and a return spring.
The two main components of these hydraulic systems would be a clutch master cylinder and the slave cylinder. The clutch master cylinder operates similar to a brake master cylinder as it has a reservoir although it is much smaller. The hydraulic system converts pedal pressure into movement.
When the clutch pedal is pushed the slave cylinder piston moves the clutch fork which disengages the clutch via the release bearing.
When the clutch pedal is released an external springs moves the slave cylinder pushrod back and allows the pressure plate to clamp the clutch disc directly to the flywheel.
My experience with hydraulic clutch diagnosis often leads me to problems in the master or slave cylinders themselves. Internal seals can fail in these components and bypass hydraulic pressure or even develop external leaks.
The small amounts of fluid contained in these systems make them difficult to bleed. Some mechanics believe that the master and slave cylinders should be replaced in pairs.
I happen to believe this as well. Often seal problems can be traced back to contaminated fluid. If this is the case then both hydraulic clutch parts should be replaced.