TD200811 PDF

VOLUME 28, NO.
NOVEMBER 2008
The Automotive Powertrain Industry Journal
AWF21 (TF-81SC) TF60-SN (09G/09K/09M) NV 245
1. 56947J-05K
Oversized TCC Control Valve Kit
Helps cure:
Excess TCC slip, Code 741
TCC lining comes off
Overheated converters
1.
Note: Requires tool kit F-56947J-TL2

& the VB-FIX reaming fixture
2. 56947J-15K
TCC Modulator Valve & Sleeve
Helps cure:
Excess TCC slippage
Codes 741 & 1783
Transmission over temperature conditions
2.
r
3. o
3. 56947J-03K
4. 56947J-01K
4.
(Increased Ratio)
(OEM Ratio)
TCC Modulator Sleeve

& Plunger Assemblies
Helps cure:
High TCC slip RPM at increasing load
Slip codes
Elevated fluid temperature
More information is available

at www.sonnax.com
5. 56947J-19K
VFS Modulator Control
Sleeve & Valve Kit
Helps cure:
Line pressure concerns
Slipping upshifts
Low line pressure
6. 56947J-09K
Pressure Regulator
Sleeve & Clip
Helps cure:
Delayed engagements
High line pressure in reverse
Soft shifts
Note: Requires tool kit 56947J-TL9
5.
6.
Automatic Drive P.O. Box 440 Bellows Falls, Vermont 05101-0440 USA
800-843-2600 802-463-9722 F: 802-463-4059 www.sonnax.com info@sonnax.com
2008 Sonnax Industries, Inc.
Circle No. 16 on Reader Card
NOVEMBER 2008
VOLUME 28, NO. 3
In Their Fathers Footsteps

On The Cover
Charles Perkins, owner of Perkins

Transmission, is a third-generation
transmission rebuilder.
Continuing the Mission

Under new ownership, Raybestos
Powertrain continues its mission of
serving a global aftermarket customer base with broad product lines.
Page 6
Technical
Technically Speaking: . .10
Solenoid control in the
TF60-SN (09G/09K/09M)
Page 14
Tech to Tech . . . . . . . .18

Tips and tricks for dealing
with some common
problems
Features
Manual/Transfer Cases
(The Other Gearboxes) . . .38
Suppliers of Manual
Transmissions/
Components . . . . . . . . .44
Manual Transmission
Spotlight . . . . . . . . . . .50
Torque Converter
Tech Tips . . . . . . . . . . .24
Off-center TCC frictions
traced to wear in bonder
Business
Its Your Business . . . . .35
Shift Pointers . . . . . . . .26
Prospering in tough economic times
Failure of the C1/K1 clutch

in the AWF21 and
TF60-SN
TASC Force Tips . . . . . .30

Dealing with wear in the
valve-body-linkage pivot in
RWD Chrysler units
Up to Standards . . . . . .40
Design, operation and
diagnosis of the Jeep
Grand Cherokees NV 245
transfer case
News & Previews

From the Publisher ..........4
Information Source....48-49
Powertrain
Products ..................52-53
Industry News
Highlights.................54-55
Marketplace .............57-63
Index to Advertisers .......63
CERTIFIED
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Transmission Digest
TRANSMISSION DIGEST
M D Publications, Inc.
(417) 866-3917
Executive
Carol Langsford
President
From the
Publisher
By Bobby Mace
Michelle Dickemann
Vice President
Bobby Mace
Publisher
publisher@transmissiondigest.com
Editorial
Gary Sifford
Editor
editor@transmissiondigest.com
What about
Joe the Driver?
Wayne Colonna
Technical Editor
Terry Greenhut
Management Editor
Mike Weinberg
Contributing Editor
Art Department
Jay Young
Creative Director
Lonnie Bolding
Art Administrator
Circulation
Dudley Brown
Circulation Manager
Mike Turner
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Sales Assistant
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Muriel Lincoln
Credit Manager
Donna Blackburn
Showpower 2009
March 26-28
Louisville, Ky.
Bob Jacobsmeyer
Exhibit Manager
Founder
ts nearly time to do the

giving-thanks banquet,
and were all reluctantly
admitting that well need to
spend an additional 15 years
or so attending ATSG, APRA
and TCRA seminars and
watching each other age. Our
pension plans have dwindled
to the point where a night on
the road at a Quality Inn in
Marion, Ind., with an expense-account dinner at Bob
Evans seems like a windfall.
Still, there appears to be
the glimmer of a flicker of a
hint of good fortune. If nobodys buying or leasing new
vehicles, theres going to be
some repair work. For openers, theres bound to be some
additional transmission
work. Our ultimate customer,
Joe the Driver, plans to keep
his vehicle longer. Hes going
to want to buy more maintenance and preventive services. There will be oil changes,
the insurance of transmission-fluid servicing and any
number of opportunities for
transmission shops to provide service for fees.
Heres an industry image:

Hank Williams Jr. is standing
in front of the shop wanting
to know: Are you ready?
Are you ready for some action? Its a Monday morning
overhaul, so lets get the parts
started.
What a great opportunity
for automotive-service shops
that havent traded wrenches
and lifts for racks of Twinkies
to grab some customer loyalty and market share. Relate
your promotional efforts, be
they big or small, to the concerns that Joe the Driver is
feeling. Can you deliver better fuel economy or sell the
idea that an ounce of prevention is worth a pound of
cure? Transmission-fluid
maintenance is perhaps the
most-underperformed aftermarket service.
Todays opportunity is realized through reaction to reality. Were not buying any
more shares of Wachovia
Bank this month, and were
not going to rely on last
years promotional concepts
to support this years profitability! TD
Les Langsford,
19281993
Transmission Digest
Perkins Transmission in
El Dorado Springs, Mo.
The two-bay shop opened about four years ago.
Harold Perkins Jr. (left) works with his son, Charles,

who owns the shop.
t was almost a foregone conclusion that Charles

Perkins would own a transmission shop someday
like his father and grandfather before him. Four
years ago, at the age of 18, Charles opened Perkins
Transmission in the southwest Missouri town of El
Dorado Springs.
Like his father, Harold Perkins Jr., Charles practically
grew up in a transmission-repair shop. While still in
grade school he began helping his dad by doing chores
such as putting up parts and sweeping floors, graduating later on to tasks such as tearing down transmissions.
A few months after Harold sold his business, Charles
opened a shop of his own in a new location in town, and
the two of them now work together there.
Charles sells jobs, removes and reinstalls transmissions, does the teardown and rebuilding, orders parts
and maintains the building.
Regarding his role in his sons business, I kind of
think of it as semiretirement and letting him do the
stressful day-to-day dealing with customers, answering
the telephone, paperwork, Harold said. So I kind of
continues page 8
Transmission Digest
Harold and Charles are the second and third generations of the Perkins
family involved in automatic-transmission repair.
think of my role as being somewhat a mentor, I suppose, but more

or less semiretirement.
Harolds father, Harold Perkins
Sr., began his career as a generalrepair mechanic in the 1940s in the
Kansas City, Mo., area. And then
when the automatic transmission
came to be popular in the early 50s
is when he got involved in it.
Harold Sr. worked for dealerships in the Kansas City area and
then moved to Warrensburg in the
early 1960s and started an automatic-transmission shop. After
school, on weekends and during
the summer months, Harold Jr.
worked for him, starting with
sweeping the floors and moving up
to R&R and teardown and then to
rebuilding. I pretty much grew up
in the shop, you might say.
The family moved to California
in the late 1960s to be with relatives
living in the San Jose area, Harold
Jr. recalled. Although Harold Sr.
didnt have his own business there,
he was working in a shop, building
transmissions. Thats what he did
all of his life, basically.
Charles Perkins handles teardown

and rebuilding of transmissions.
In the early 1970s, the Perkins

family returned to Missouri and
Harold Sr. opened a shop in El
Dorado Springs. Harold Jr. finished high school in 1975 and took
over the business a couple of years
later.
And now, basically, Charles
has taken over where I have left
off, he said. Im still here and
help him and work with him, but
this is his.
In addition to repairing automatic transmissions, Charles works
on differentials, occasionally repairs manual transmissions and
performs some other services such
as brake replacement if a customer
asks him to, but he doesnt solicit
non-driveline repairs. Here lately
Ive been so busy doing just transmissions I really havent taken in
anything else, he said.
He doesnt work on many manual transmissions because repairing them is so expensive and time
consuming, he said. If they have a
bad one, people really dont want it
fixed because they cant afford it.
Most of his customers are from
the local area, but he occasionally
gets work from as far as Kansas
City, about 110 miles north, and
from Fort Scott, Kan., about 40
miles west. The majority of the
work comes from repeat customers
and referrals, and business has
been steady since he opened the
shop, Charles said.
Basically how I get them to
come back is do a good job, and
then they spread the word.
Getting involved in automatictransmission service when the industry was in its infancy, Harold
Jr. noted that he has witnessed a lot

of changes in the business from
the day of four-speed Hydros, castiron Jetaways, Dynaflows, cast-iron
Powerglides and, of course, the infamous Turboglide that we were
replacing with the reliable cast-iron
Powerglide. We used to take out
Turbo 200s or 700s and put in 350s.
And, of course, I also remember things like a 56 Packard that
had the torque converter that could
be unbolted and you could look inside of it and repair it. They
werent sent in for machine work.
Of course, you have to have lathes
and welders if you open them up
now. But the 56 Packard had a big
clutch in it; it looked like a clutch
disc out of a car with a standard
transmission, and that was the
lockup clutch. So lockup clutches
have been around a little longer
than people realize.
Whenever Chrysler started it in
77 and then everybody soon followed, theres a conception that
that was a new thing, but it really
wasnt, because Packard had it in
the mid-50s.
Repairing automatic transmissions was difficult at first because
of the lack of technical information,
got easier as information became
more readily available and now
has become more challenging because of transmissions complexity,
Harold said.
Things, I think, in the early
years were pretty difficult no
knowledge and no information
easily obtained, and the transmissions were somewhat crude. In the
mid-60s, late 60s, everything actually got fairly easy I mean, aluminum-cased Chrysler Torqueflites,
C4s, C6s, 350s, 400s. It got a lot easier for a few years, and then technology advanced to the point
where thats no longer true
transaxles, overdrives, computer
controls and so many variances of
transmissions. Weve got an 03
Saturn in here with this continuously variable technology in it, and
its just one of the many transmissions that are out there today. TD
Transmission Digest
Technically Speaking
Subject:
Use of counterbalance
pistons in clutch drums
Unit:
Solenoid Control in the
TF60-SN (09G/09K/09M)
TF60-SN (09G/09K/09M)
Vehicle Applications:
Audi, BMW, Volkswagen
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R
Author:
Wayne Colonna, ATSG
Transmission Digest
Technical Editor
10
tarting with a few four1

speed automatic transmissions, increasing with the
five-speeds and more so with
units having six or more speeds,
it is interesting to see the use of
counterbalance pistons in clutch
drums that drive the planetary
system. Since drive-style clutches are rotational, there is a tendency for centrifugal force to
creep the clutch on when it is not
in use, which could cause premature damage to the frictions.
As a preventive measure,
there is a balance area in each of
these clutch packs in
front of the piston. A
2
slight amount of fluid
K3 K1 B1
F1
B2 K2
pressure is supplied to
this area to balance centrifugal head oil behind
the apply piston, neutralizing its effect. In ZF
6HP26-style transmissions this feature is referred to as dynamic
pressure balance.
GMs 6L80 operates in a
similar manner, and the
circuit used to provide
fluid into these balance
pistons is called the
compensator feed fluid.
This feature of the
Clutch-Application Chart
clutch assembly is realComponent
ly a by-product or an
Gear
K1
K2
K3
B1
B2
F1
additional benefit to
1st
X
X*
X
what is really the main
2nd
X
X
reason for the strategy.
3rd
X
X
And that is that it gives
4th
X
X
5th
X
X
the computer greater
6th
X
X
control over the enRev
X
X
gagement and disen* The B2 clutch is applied in Tiptronic mode 1st
gagement of the clutch
gear only for engine braking.
continues page 12
Transmission Digest
N91
(#4)
Solenoid Identification
N93
(#6)
N92
(#5)
N282
(#9)
N283
(#10)
N90
(#3)
Solenoid Shift
Sequence
Gear
On/Off
Shift
Position Solenoids
Clutch Application
Chart
Clutch and
Freewheel
Components
Pressure-Control
Solenoids
N89 N88 N92 N282 N90 N283 N93 N91 K1 K2 K3 B1 B2 F1

SV-2 SV-1 SV-5 SV-9 SV-3 SV-10 SV-6 SV-4
Park
Off
Off
On
On
PWM
Neutral
On
On
On
On
PWM
Reverse
1st Gear
2nd Gear
On
On
Off
On
PWM
Off
On
On
On
PWM
On
Off
On
On
Off
PWM PWM On
Off
On
PWM PWM On
To
Off
On
4th Gear T/To
To
Off
Off
On
On
PWM PWM On On
5th Gear T/To
To
On
Off
Off
On
PWM PWM
On On
6th Gear
To
On
Off
On
Off
PWM PWM
On
12
CCP6A09212
CCP6A09214
N88
(#1)
N90 controls the K3-clutch apply

N91 controls converter-clutch apply
N93 controls main line pressure
N283 controls the B1-clutch apply
On
On
3rd Gear T/To
On
N89
(#2)
N88 and N89 are alternately toggled

on and off to control the fourth
through sixth shifts.
On
On
ABY6A09412
FBX6A08574
DCB6A09064
T5
May/June
2004 and
earlier models
have B1 (left) and K1
(right) clutch-pressure
switches in these locations.
9
9173
173
GAU6A06894
EO
On
On
N88 and N89 also control B2-clutch

apply in Tiptronic first gear for
engine braking.
T = On in Tiptronic mode
To = Solenoid is toggled On to Off
pack through the solenoids, which ultimately improves gear-shift comfort.

The six-speed TF60-SN (Figure 1) used
in BMW, Audi and Volkswagen vehicles
makes full use of this strategy.
Interestingly enough, lube pressure is
used as a feed into the counterbalancepiston area. Figure 2 provides a clutchapplication chart, and Figure 3 identifies
the solenoids used to control the shift
timing as well as clutch-pressure control
and shift overlaps. Figure 4 provides an
overview of the solenoid shift strategy as
it compares with the clutch application.
With the exception of the N91 converter-clutch-apply solenoid, all the other remaining pressure-control solenoids (N90,
continues page 32
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arlier this year, two longstanding brand names, Raybestos and Allomatic, were
acquired by the investment company Sun Capital Partners. The new ownership of both OE and aftermarket product lines has resulted in few changes for
the companys appearance and operations in the transmission aftermarket.
John Butz, president and CEO of Raybestos Powertrain (aftermarket products with Raybestos or Allomatic brand
name), says the company continues to supply aftermarket
customers with a variety of parts including automatic-transmission friction and steel plates, torque-converter wafers, solenoids, filters and bands. Maintaining full-line coverage for
those lines calls for design and development, manufacturing
and, in several instances, strategic partnering to source components directly from non-competing OE manufacturers.
Beyond the passenger-vehicle business, Raybestos
Powertrain supplies heavy-duty wet-clutch, torque-converter
and brake components for both on- and off-highway applica- Raybestos CEO and
tions.
President John Butz
14
Transmission Digest
John Peffley, manufacturing manager, and Al

Avila, vice president of sales and applications,
at one of the three Raybestos Powertrain
facilities in Sullivan.
Precision manufacturing is required for modern transmissions.

The Raybestos Powertrain facilities use both CNC and laser
cutting machines to form metal components.
Al Avila, the companys vice president of sales and

applications, describes the market position of the
companys two flagship brand names: The Raybestos
brand is comprised of premium-quality components,
while the Allomatic brand has the reputation for delivering good components at excellent value.
Butz explains that the acquisition is resulting in improving the efficiency with which aftermarket customers are served. He says most products supplied
under contract to OEMs carry the Raybestos brand
name but are the responsibility of a Sun-owned sister
company, Friction Holdings Inc., with plants in
Crawfordsville, Ind., and Greenwood, Miss.
Aftermarket operations include three manufacturing
facilities in Sullivan, Ind.; an international sales office
in Floral Park, N.Y.; and a sales and product-development center in Crawfordsville.
Martha Slopsema, operations manager for Raybestos
Powertrain, says: Really,
there is no visible difference to
our customers. We are a company that was in good shape
when it was purchased by
new owners. Those owners
havent seen the need to
change things to any great ex- Martha Slopsema,
operations manager
tent.
Suns approach has been,
You are doing well and we want you to continue to
do well. They provided us some resources that let us
take advantage of what the larger organization was
doing in areas like control of freight costs. With the
many other companies Sun owns, theres an advantage to our total size that allows us to negotiate some
very advantageous arrangements. For instance, we
take advantage of the corporate contract for corrugated products. Whether a company supplies transmission parts or crackers, the product needs a box. Suns
purchasing power results in cost savings for us and
November 2008
lower prices for our ultimate

customer.
Avila explains the companys philosophy: Our goal is
to improve all of our capabilities, to provide the very best
product were able to manufacture and to continue to pursue
markets in which we believe
Frank Slocum, vice
we have profit and growth op- president of sales
portunities. Were particularly and marketing
concentrated on expanding in
overseas markets. We seek to improve the service and
product that we deliver to the core business those
markets and segments weve served for many years
while identifying new opportunities that will enable
us to grow as a company.
There are a number of beneficial aspects to our facilities here in Sullivan. The main plant is well established with a great workforce. We dont experience
the high turnover rates that plague a lot of manufacturing companies. People who work here tend to stay
For heavy-duty application, steel plates and friction

rings are stacked and then heated in the bonding
process necessary to manufacture a clutch plate.
15
Inspecting for flatness is part of a quality-control

function requiring that a few samples from every
run be subjected to tests that prove components
meet the companys specifications.
After manufacture, bands are hand finished and given a last

visual inspection.
with us. There are a number of plant employees who

have been here since we acquired the plant in 1990.
The Powertrain aftermarket facility in
Crawfordsville houses salespeople, customer-service
functions and a couple of engineers who handle application and development duties. Avila describes the
engineering functions: Chris Horbach supports all
sales and manufacturing for all applications and
product lines. He gets pretty closely involved in quality issues as well. He wears a lot of different hats so
its hard to give him an accurate title!
Raybestos Powertrain engineer Chris Horbach supports

sales and manufacturing functions and often fills the
role of educator by participating in industry seminars.
16
Irvin Gers has multiple responsibilities related to newproduct development,

cataloging and field-testing
product. Anytime we fieldtest products in vehicles, Irvin
would be the person overseeing those procedures. We recently were doing some
Irvin Gers is the engiproduct testing in conjunction neer heading up prodwith a major customer that
uct development for
the company.
called for both of them to be
down there for several days
installing different plates and conducting actual road
tests to evaluate the performance of various friction
materials.
Just as Friction Holdings is contracted to supply
components for a transmission to the OEM, Raybestos
Powertrain is viewed as one of those OE customers,
placing orders with the factory and taking delivery of
those parts. In such cases, we are the aftermarket distributor for our sister companys OE products.
Other products in our lines that arent manufactured for OEMs at Friction Holdings are the responsibility of the product-development team. We have a
process that works very well for us. The development
team understands our library of options, looking at
and testing the OE component. Then we can fall back
on our experience base, the library of friction material, and say that the combination of one of our friction
materials bonded to one of our steels will offer the
proper fit and shift characteristics to do the job. Most
often for new product, the engineers will specify materials for both an Allomatic aftermarket product and
a premium Raybestos brand aftermarket product that
features more durability and performance.
Because we know our materials, and the materials
used by other companies that supply the OEMs,
were able to specify which material in our line would
Transmission Digest
After inspection, clutch plates are packaged for shipping to Raybestos Powertrain customers throughout the
globe.
A portion of the main plants finished-products holding

area
provide satisfactory characteristics and performance for

each application. Recently we
submitted an OE bid for a
particular transmission. We
had all the pertinent information and specifications as required by that automaker.
While we didnt win the conKim Stevens mantract in that particular inages office functions
stance, we have completed all
at the Raybestos
the work necessary to start
Powertrain facility in
Crawfordsville, Ind.
production of those clutch
plates for our aftermarket
lines.
John Peffley, manufacturing manager, adds, If its
a part we didnt bid on as an OEM supplier, we still
have the internal capabilities to develop an aftermarket version through reverse-engineering procedures.
Slopsema explains: Such is the case with a lot of
transmissions found in import vehicles where the OE
manufacturers are overseas. In order to assemble a
complete line of aftermarket clutches or bands or
whatever, we have to be able to fulfill demand beyond the domestic nameplates.
Other operations here include manufacture of
transmission filters and a factory line that provides
private-label packaging services. We manufacture
bands that are OE components to General Motors as
well as a full aftermarket band line. Many of the steel
plates we use come through our strategic alliance
with Means Industries, but for low-volume part numbers we do the stamping and processing ourselves. In
a similar fashion, we distribute filters manufactured
by Filtertek alongside our own manufactured filters
that round out whats needed to supply our customers with a full line of replacement components.
Something less evident to the ultimate customer is
that we make a lot of the tooling necessary to support
our various manufacturing

processes. The tool shop allows us to make whatever we
need for the production lines
in such a way that we can
control the cost of developing
and fabricating those production-line tools.
Our facilities here in
Nancy Irvin oversees
Sullivan contract to bond our
customer-service
friction material with torquefunctions for
converter pistons for a cusRaybestos.
tomer that remanufactures
converters for one of the OEM service-parts operations.
On the bypass-filtration side we have formed a
new strategic partnership with NTZ. This is a company that is the OE supplier to Ford on the 5R110W and
growing to be the OEM bypass-filtration supplier of
choice for more and more European vehicles. As a result we will become the aftermarket distributor for a
great number of filters that are due to show up in
BMW, Volkswagen and other European nameplates.
Its not a huge market yet, but it is always good to
have those OE sources of supply to feed our distributor customers and ultimately to fill orders from the
transmission shops.
Avila concludes by observing that the company has
enhanced its flexibility to react to a continually evolving market of retail and production-rebuilder customers. Summing up for the management team, he
says the company will continue to improve service to
its customers by assembling a full range of manufactured products with those it takes to market under the
strategic partnering arrangements. The resulting
product assortment does a superlative job of supporting the network of specialty distributors that ultimately supply rebuilding operations domestically and
throughout the world. TD
November 2008
17
Tech-To-Tech
Subject:
Tips and tricks for dealing
with some common problems
Tips, Tricks
that Work
Shortcuts and quick fixes from one technician to another
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R
Author:
Brian Manley
ets face it: Sometimes bad

things happen to good technicians. Have you ever found
yourself in the situation where you
are trying to fix a problem, only to
create a new one? I have popped the
hood to check for a vacuum leak and,
in the process, created a vacuum leak
by snapping a plastic port off. In this
months column, I will share a handful of cool tricks and tips that Ive
picked up over the years from coworkers, classes and forums.
First up: Broken plastic fittings. I
have used this one successfully several times. On older vehicles, plastic
gets brittle and vacuum lines harden,
often leaving me with a two-piece nipple (Figure 1).
TIP: If you want to be certain you

wont break the plastic fitting or damage the heater-core fitting, slice the
continues page 20
New threads cut into the brake line
Drill and tap the vacuum valve.

Broken vacuum valve
Sometimes vacuum valves are hard

to find and/or very expensive. In this
case I find metal tubing close to the
outer diameter of the plastic fitting
(used brake tubing in this case) and
run a die over it to create a few
threads (Figure 2). I then drill the
opening in the valve and run a tap
into it (Figure 3). Be careful not to go
too deep with either tool. A dab of
two-part epoxy and the repair ends up
stronger than the original (Figure 4)!
18
Tube installed into valve with epoxy
Transmission Digest
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Tech-To-Tech
hose along the fitting and peel it
away. Shorten or replace the hose.
Its cheaper than the alternative. If
the hose is still pliable, I have
taken a pick, pulled the hose away
and sprayed penetrant into the
gap. Practicing finesse while
loosening the hose in a twisting
motion is the operative word
here.
Have you ever run across wiring
connectors with broken retainers? I
know; its always the other guy
who does that. Figure 5 shows a
ing to length, insert connector and

heat until done (figures 7 & 8). It
looks better than zip ties and provides excellent weatherproofing!
have a 10-amp capacity, so I would

fuse it to 5 amps or 7.5 amps.
When repairing wires, I traditionally strip the wires, slide some
heat-shrink tubing down one side,
twist the wires, solder and then install the heat-shrink. However, I
have been using heat-shrinkable
butt splices on some occasions, and
I find them simple to use and very
durable. The walls in this heatshrink are very thick, and it even
has epoxy in the tubing in some
brands, ensuring a weather-tight
seal around the wire (Figure 10).
Heat-shrink installed before heating
10
8
Broken GM MAP sensor
General Motors Corp. manifoldair-pressure (MAP) sensor connector with a missing clip. I was faced
with two options here: Replace the
connector or retain it with heatshrink tubing. Since this one is a
GM connector, it is fairly easy to
find a new one, but that is not always the case. If you find yourself
needing a quick, clean means of retaining a connector into its housing, use some really big
heat-shrink tubing (Figure 6). I get
Heat-shrink in shrunk mode
Have you ever blown the fuse in

your digital volt/ohmmeter
(DVOM)? Does yours cost $8 like
mine does? I grew tired of forking
out money for expensive fuses, especially when apprentices use my
meters. So I decided to use a tip Id
heard about a while ago: Fuse my
meter. I purchased a $5 fuse holder
from the parts store and put it in
line to my positive meter lead.
Now I blow much-cheaper fuses.
Since my meter has a 20-amp capacity, I use a 10-amp in my safety
fuse (Figure 9). Most Fluke meters
Heat-shrinkable butt connector
When I am faced with a stubborn, rusty brake rotor or drum,

and hitting it with a hammer wont
crack it loose, I can always get
them loose with the following
process: Penetrating oil, vibrating
hammer and heat (Figure 11). The
continues page 22
11
Differing sizes of heat-shrink tubing
mine at the discount tool store for

a good price, but it is one of the
few things I buy there. Cut the tub-
20
Cheaper inline fuse to protect my

expensive DVOM fuse
Penetrating oil first when dealing

with rust
Transmission Digest
Tech-To-Tech
penetrating oil we currently use
works very well and has saved
parts and pieces I thought would
have to be destroyed and replaced.
I find that penetrating oil and patience work for most situations,
but if it doesnt, I use my air hammer with a dull bit to vibrate
around the hub flange. In virtually
every case the rotor or drum will
give up, but in tough cases I use
the oxyacetylene torch to heat the
edge of the drum/rotor. I find that
this method is kinder to the hub
flange and bearing than a 10pound sledge!
Speaking of rotors and drums,
before pulling them off the vehicle,
index them to the hub with a
marker to maintain the same orientation. In addition, I use a surfaceconditioning disc to clean the rust
from the flange and from the rotor
or drum mating surfaces. The tool
pictured is actually a GM essential tool: a hub-reconditioning
disc. The one you have in your
toolbox for gasket removal should
work just fine. Runout can be created in these assemblies if you
dont follow this process (Figure
12).
13
Rotor-hub retaining screw
14
Ball-peen hammer to strike screw
15
12
Impact driver loosens screw.

GM essential tool: hub-reconditioning disc
When it comes to rotor retaining

screws (Figure 13), I have broken
all the bits in my impact driver set
and have had to get new ones. But
that was before a friend told me
the following tip: Place a ball-peen
hammer against the screw (Figure
14) and strike that hammer with a
second hammer. This will shock
the screw and will often push
22
16
mushroomed edges back down, allowing a better purchase with my

impact driver (Figure 15). Since
Ive done this I rarely break tips off
of my impact driver tool!
How many times have you located a faulty power-window
switch? Have you ever repaired
one? I have discovered, through
curiosity, that when I take the
switches apart, most of them fail
due to dirty, darkened contacts
Disassembled power-window switch

with dirty contacts
(Figure 16). On several occasions I

have disassembled the switch, removed the contacts, cleaned them
with abrasive cloth and reassembled the switch. I can often put an
extra little bend into the arm for
a more-forceful contact. A fun repair, and it often begins as a
quick fix to get a customer a
functioning drivers window until
they need a new switch, and it lasts
for a long time.
As always, safety first! Some of
these tips arent recommended for
every situation but often can be the
right thing to do at the time and
can often save the customer money
and aggravation. TD
Brian Manley is a vocational automotive
instructor for the Cherry Creek school
district in Aurora, Colo. He is an ASE
master certified automobile technician
and a former member of the National
Automotive Technicians Education
Foundation (NATEF) board of trustees.
You can reach him at
manley_brian@hotmail.com.
This copyrighted article is reprinted with the permission of AutoInc.,

the official publication of the
Automotive Service Association
(ASA). To learn more about ASA and
its commitment to independent automotive-service and repair professionals, visit www.ASAshop.org or call
800-272-7467.
Transmission Digest
Centerline Issues:
TCC Frictions
Bonded Off Center
Edited by Ed Lee
2008 Sonnax Industries Inc.
or several decades the importance of the torqueconverter centerline has been hammered home
by Don Randolph of DACCO Inc. Dons sentiments on this subject have been echoed by the torqueconverter original-equipment manufacturers (OEMs).
In fact, every OEM torque-converter print starts with
a true axial centerline, which serves as the reference
point for all axial measurements.
Robert Nankervis, owner of Nan Torque
Converters in Belford, N.J., has been aware of the importance of the torque-converter centerline for some
time. Roberts watchful eye for centerline issues drew
his attention to some lockup frictions that were slightly off center. Since all their clutch bonding was done
in house, he began to examine their bonding process.
The technician responsible for the bonding process
assured Robert that the TCC pistons were properly
prepared and the friction material was properly centered on the piston when they entered the bonder.
Robert decided to recheck the time, temperature and
air-pressure parameters and bond the next run of pistons himself. When he was satisfied that everything
was correct, he began the new bonding run. The first
couple of clutches that came out of the bonder had the
friction material centered properly, but after that the
friction material was slightly off center. A closer inspection of the clutch showed a wider glue stain on
one side, suggesting that the friction material was
being pushed to the side (Figure 1).
Robert was now convinced that the problem was in

the bonder. He allowed the bonder to cool and then
started his inspection. The first thing he looked at was
the bonder plates. The bonder plates were tightened
properly and the mating surfaces were parallel. He
next turned his attention to the bonder dies and the
piston ram. The dies were removed from the bonder,
the ram was stroked to its downward-most position,
and the air pressure was released from the cylinder.
At this point Robert discovered that there was almost
3 inch of side-to-side motion in the shaft of the ram
8
(Figure 2). This movement was caused by a worn
lower bushing.
3
8
inch of sideto-side motion

in the shaft of
the ram
1
There are two important things to note: 1) while
there was air pressure in the cylinder, the piston held
the shaft and no side-to-side motion could be felt, and
2) the air pressure remained on the up side of the piston so there was no telltale leak at the worn bushing.
As the adhesive turned to a liquid (the flow zone) the
friction material would slowly shift from left to right.
A new cylinder was bought from a local supplier and
the off-center problem went away.
There are a few good reasons to make sure that the
friction material is centered properly on your TCC
piston. First, the piston and damper assembly can be
24
Transmission Digest
balanced more easily if the friction material is centered. If the friction material is bonded off center,
Robert will mount the piston or damper assembly in
the lathe and trim the inside and outside diameters to
make them true. Second, the TCC application will
function much better if the friction material is centered. The normal operating stresses of the torque
converter force the pilot area of the cover forward,
making the reaction surface of the cover taper inward.

Properly centered friction material will contact the reaction surface of the cover evenly and conform to the
mating surface, resulting in a smooth TCC application. When the friction material is off center, the TCC
application is quite different. The edge of the friction
material that is the farthest from the centerline touches the reaction surface first, and lockup does not
apply smoothly.
Remember to maintain your bonder properly by
making sure that 1) a vapor separator is in the air supply line and 2) an air lubricator with the correct lubricant, maintained to the proper level, is also in the air
supply line (Figure 3). TD
Special thanks to Robert Nankervis from Nan Torque
Converters in Belford, N.J., for recognizing this problem,
finding the root cause, supplying the technical information
and pictures for the article and, most important, sharing
his finding with the rest of the industry.
Ed Lee is a Sonnax Technical Specialist who writes on
issues of interest to torque-converter rebuilders.
Sonnax supports the Torque Converter Rebuilders
Association. Learn more about the group at
www.tcraonline.com.
Circle No.
November 2008
14 on Reader Card
25
Shift Pointers
Subject:
Failure of C1/K1 clutch
Unit:
Aisin Warner AWF21
(TF-81SC), TF60-SN
(09G/09K/09M)
Ford 500, Audi/VW,
Mini Cooper
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R
Author:
Wayne Colonna, ATSG
Transmission Digest
Technical Editor
26
A
Balancing
Balanc Act
f you just read the

Technically Speaking article in this edition of
Transmission Digest you might
recall that we spoke a little
about how balance pistons
are being used in rotational
clutch drums, and their purposes. This article covers one
of the problems we have seen
with the C1/K1 clutch
(Figure 1) as it relates to the
AWF21 (Aisin TF-81SC, used
in the Ford 500) and the TF60SN (09G/K/M, used in Mini
Cooper, Audi/VW) transmissions.
Figure 2 shows the balance
piston sitting on top of the
clutch-apply piston. You will
notice that this style of balance piston has a molded seal
on only the outside diameter.
There is not one on the inner
diameter. This may remind
you of a similar piston in the
41TE transmission. The idea
with the 41TE is to keep the
double-action overdrive/reverse-clutch piston centered
when not in use. Residual oil
behind the apply piston is
neutralized by the oil supplied to the balance piston,
known as the dribbler circuit.
So this type of technology has
been with us since as early as
1989.
Getting back to the problem we have seen with the
six-speed TF60-SN unit, the
original-design drum in a
transmission known as the
AF40-6 (similar to the one in
the Ford 500) had center slots
in the drum (Figure 3) and
the apply piston was solid
Transmission Digest
metal (Figure 4). When this drum

was fully assembled and placed
into the transmission, a needlebearing race was placed on the
drum, covering the center slots in
the drum. Sitting in front of this
clutch-drum assembly is the front
planetary assemblys internal ring
gear, which has the needle bearing
that rides on this race. When the
vehicle is being driven, the C1/K1-
clutch drum rotates with the front

planetary assemblys internal ring
gear 1-1 in first through fourth. But
when the clutch is released in fifth
and sixth the clutch drum and ring
gear rotate at different speeds.
Now here is where the problem
begins: With the slots being covered by the needle-bearing race on
the C1/K1 drum, the oil behind the
balance piston cannot exhaust sufficiently past the slots in the drum
with the bearing race over the top.
When the apply piston comes on
during a 6-4 or 5-4 downshift, the
oil between the apply piston and
balance piston causes the balance
piston to flex forward, pushing it
into the backside of the internal
ring. Since these two parts are temporarily turning at different speeds
they rub together, and the metalto-metal contact causes damage
(figures 5 and 6).
Through the years the drum,
apply piston and counterbalance

piston have had moderate changes
made to them in an attempt to correct this condition. Despite these
changes the problem persists.
TRANSMISSION DIGEST
TECHNICAL
FIELD FIX
What we are doing now, which

seems to be working well, is to use
a Dremel tool and make little
notches around the inner diameter
of the balance piston (Figure 7). Do
not overdo it, as too much will
cause a new problem for you. If
you look at the area where the
notches are placed you will see one
of the modifications made by the
manufacturer. They made recesses
in the piston so that this oil could
have an exhaust. They also eliminated the slots from the drum
(Figure 8). However, with the snap
continues next page
6
8
November 2008
27
Shift Pointers
11
12
10
13
ring sitting over the top of these

recessed slots in the balance piston, the exhaust made by these
slots must not be sufficient to alleviate the problem, as the failure continues. So by adding just
a little help with a Dremel, the
problem is solved.
There is yet one more item to
cover, and that is to reset shift
adapts after any type of repair.
This is a must-do procedure; otherwise, you will experience
harsh and/or flared shifts after
overhaul and you may think you
have a problem when you really
do not.
The problem in setting the
shift adapts is in having a tool
that will accomplish the task.
The VAG-COM does, and it does
28
it easily. To do
the reset you
must go into the
ECM, not the
TCM (Figure 9).
There you will
find the adaptation menu
(Figure 10). When you are there
select the Read button (Figure
11) and a 000 will show up in
the Test value window; then,
select Save (Figure 12). The
next screen will ask you whether
you are sure, and you select Yes
and you are finished (Figure 13).
Now drive the vehicle, and in a
few drive cycles the transmission
should shift well if there are no
real problems. No doubt, its all
a balancing act. TD
The Bottom Line:

Tell us your opinion of this article:
Circle the corresponding number on the free information card.
93 Useful information.
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95 We need more information.
Transmission Digest
TRANSMISSION
UNIVERSITY
Seminar Audio Recordings

2008
Transmission Technical
Shop Management
Technical Package of 6 CDs .....................$99

Technical Seminars Individually ...............$19
Shop Management Package of 8 CDs....$136

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08-T01 ZF 6HP Factory Training
08-M01 Profit Structuring: Installing Winning Formulas, Part I
Direct from ZF, Tony Price brings diagnostic and operating knowledge on this emerging and popular family of transmissions.
In this Automotive Management Institute-accredited seminar, Maylan

Newton enables shop operators to understand, install and use a set of
formulas in conducting business that helps them achieve financial
goals.
08-T02 Chrysler 62TE

Wayne Colonna from ATSG gives the industrys first comprehensive
look at the unique workings and technology of this unit destined to
become a regular in your shop bays.
08-T03 Voltage Drop Testing

Jerry G Truglia gives plenty of advice and hints on successfully
and efficiently locating the electronic gremlins that haunt the modern day transmission retailer.
08-T04 Toyota U Series Transaxles

Nobody can cram more knowledge into a seminar session than
ATSGs Pete Luban. Here is the definitive builders guide to working
on these popular units.
08-T05 Scoping Late-model Fords

Bernie Thompson from Automotive Test Solutions discusses how to
test and interpret the Ford data stream. This session is valuable to
anyone working on these vehicle powertrains.
08-T06 The Builders Bench 2008

John Parmenter moves through a number of units that have challenged rebuilders this year. John identifies the problems and then
serves up solutions to both diagnostic and rebuilding issues.
08-M02 Profit Structuring: Installing Winning Formulas, Part II

In Part II of this seminar, Maylan Newton continues with formulas to
help shops set the correct flat rate, conduct business based on the
cost of doing business, work on formulas to measure productivity, work
parts-markup formulas and plan growth strategies.
08-M03 Sids Steps for Success

Motivational speaker Sid Hurlbert teaches you coping mechanisms to
leave exhaustion and cynicism behind, particularly when dealing with
customers, co-workers and even family members. He teaches you how
to take control and make your workday more enjoyable.
08-M04 Performance Parts & the Magnuson-Moss Act

Undercar Digest Management Matters Author Tom Langer, Larry Norris
of MagnaFlow and Muffler & Pipe Advice author Ed Hanson discuss
the dos and donts of aftermarket performance parts and how they
affect a vehicles manufacturer warranty.
08-M05 Dealing with Those Pesky Telephone Price Shoppers

Transmission Digest Business Editor Terry Greenhut shows you the
best techniques to handle price shoppers over the phone and persuade them to set up an appointment so a technician can determine
what is actually wrong with their vehicle instead of quoting a price for
an undiagnosed service.
08-M06 Business Management for Automotive Service Businesses

Undercar Digest Management Matters author Tom Langer sets the
framework for shops to help you set up a business plan that really
works.
08-M07 Cashing In on Classics
HANDOUTS ON CD
PDF Format includes
Management and Transmission
Technical session materials
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Management Matters author Tom Langer, Muffler & Pipe Advice author
Ed Hanson, Huths Joe Becker, Eaton Leonard Toolings Paul Howard,
Packard Industries Fred Kanter and vehicle restorer and museum
owner Dennis Moran discuss how classics and muscle cars can provide an additional profit center for shops.
08-M08 5 Seconds to Success

Motivational Speaker Sid Hurlbert shares some secrets that very few
businesses understand. In less than 5 seconds you can determine how
customers, co-workers and even family members are going to view and
treat you. Sid combines humor with remedies that can make your business prosper.
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Make Checks payable to: M D Publications, Inc.
Chrysler RWD
Valve-Body-Linkage
Pivot Wear
By Gregg Nader
2008 Sonnax Industries
he basic design of the internal shift linkage of

Chrysler/Dodge rear-wheel-drive transmissions
has not changed since 1967 (Figure 1). As movement, vibration
and wear take
Exploded
1
view
their toll over
time, looseness of
the internal linkage becomes a big
problem. When
Housing
Shift-selector
bore
there is excess
shaft
movement in the
manual lever, the
manual valve is
not held precisely
in position, resulting in fluid
leakage, cross
leaks and unit
TV lever
failure. Even a
small amount of
positional error
becomes a problem on these units, because of the narrow width of the
lands in these Chrysler valve bodies.
There are established repairs available for where
the internal shift linkage passes through the case and
where the detent ball wears into its bore in the valvebody casting. Fixes for these two locations tighten the
linkage, but the lower linkage pivot point in the valve
body is one more area that wears.
Shops have tried
Thin wall section
various approaches to 2
repair the lower
pivot, but typical
bushings do not work
well. The biggest
problem is the flat on
one side of the casting
(Figure 2). If the bore
is machined oversize
to accept a typical
bushing, the wall
30
thickness of the bore ends up too thin and the casting

will crack. What follows is a method any shop can
use: installing a very thin plastic Delrin sleeve to salvage worn castings. Delrin is a high-strength, flexible,
impact- and abrasion-resistant plastic material often
used for bushings and thrust washers. The material
used here is very reasonably priced. Items required
for this repair include:
A 0.522-inch reamer
Strips of 0.010-inch-thick Delrin shim stock
An older linkage pivot with the lever portion removed
A 516 -inch-diameter x 8-inch-long steel rod
See the source list below.
Description
Source
Part
Number
Phone #
0.5220-inch
reamer
MSC Metal
Working
67123653
800-821-9520
0.010-inch
Delrin
1 inch x 5 feet
McMaster
Carr
8738K11
609-223-4200
Cut the 0.010-inch Delrin into small rectangles

0.730 x 1.5 inch as shown in Figure 3. The bore in the
Sheet material
valve-body housing needs to be machined oversized

to accept the plastic sleeve. There is a small unworn
area in the bottom of the bore that can be used for centering. This process can be done in a mill, or even in a
drill press. Figure 4 shows the reamer and the early
splined/crimped-type internal linkage with the lever
Transmission Digest
Reamer and guide
portion removed and attached to the 8-inch-long 516 O.D. steel rod with Loctite. This will be used as an
alignment pin to establish a centerline, prior to reaming.
With the alignment pin in a chuck, clamp the casting in place in a drill press or mill so the pin is centered in the unworn portion of the bore. Replace the
alignment pin with the
reamer and machine
5
Repaired bore
the bore oversized. Roll
the rectangle of Delrin
into a cylinder and insert into the bore as
shown in Figure 5.
When installed, the
plastic sleeve material
is held captive at both
ends: on the top by the
Circle No.
November 2008
shift-selector shaft
6
OEM
and on the bottom
assembly
by the TV lever
(Figure 6).
The result is a
wear-resistant
thin-wall sleeve
that corrects the
looseness in this
problem area. The
repair restores the
linkage to likenew condition,
which will once more ensure precise positioning of
the manual valve. TD
Gregg Nader is a Sonnax Technical Specialist and a member
of the Sonnax TASC Force (Technical Automotive Specialties
Committee), a group of recognized industry technical specialists, transmission rebuilders and Sonnax Industries Inc. technicians.
Sponsored by
5 on Reader Card
31
continued from page 12
N92, N93, N282, N283) supply full pressure when they are in the off state. When
they are pulsed fully on, they block pressure from entering their respective circuits.
The N88 and N89 solenoids are typical
on/off solenoids; however, during certain
shifts the computer toggles them rapidly
for a short time.
The use of these solenoids in conjunction with balance pistons provides greatly
controlled shift feel. When these balance
pistons lose pressure, harsh shifts usually
result, since the balance control of the piston is lost. And this is the type of drivability complaints we will become more
familiar with as these types of transmissions begin to visit the shops for repair.
To take a closer look at the computer
strategy of these solenoids we hooked up a
laptop-based program called the VAGCOM from Ross-Tech, of Lansdale, Pa.
When it was up and running (Figure 5), we
selected the control-module mode. The
next screen (Figure 6) allowed us to select
the TCM. Once we were in (Figure 7), we
selected measuring blocks. The measuring
blocks allow you to observe data stream of
various inputs and outputs and to have the
ability to record (log) data while driving.
When we entered the measuring-block
area (Figure 8), you will see that measuring-block group 004 provides some data
related to gearshift position and TPS percentage while groups 007 and 008 present
all the pressure-control solenoids in amps.
The N88 and N89 are shown only as off by
a 0 number and on with a 1 number. When
youre looking at the amperage of the pressure-control solenoids, 0.100 amp indicates
that the solenoid is off, applying pressure
to its respective circuit. When you see
1.000/0.990 amp, it indicates that the solenoid is turned on, blocking pressure from
its respective circuit.
In Figure 8 we can see that we are in
Park. Both the N88 and N89 solenoids are
off. N92 and N282 are off while N93 and
N283 are on. N93 is the pressure-control
solenoid, so when that solenoid is on, line
pressure is down. N91, the PWM TCC-control solenoid, is off so converter-clutch
apply is off. Figure 9 shows the transition
from the Park position into Drive. Only
clutch-pressure-control solenoid N92 is off,
applying the K1 clutch for a first-gear engagement.
32
Transmission Digest
Figure 10 is a solenoid amp chart

showing what the VAG-COM revealed
throughout all the ranges. When you
see the letter H next to the gear it means
the converter clutch is off. When you
see the letter M it means the converter
clutch is applied. Be sure to read the
notes provided for Figure 10.
When it all makes sense to you,
Figure 11 (next page) is a recording
showing all the activity of each of the
solenoids as we shift in Tiptronic mode
from first all the way to sixth gear, including the converter clutch being applied and released. The highlighted
areas provided in the movie point out
solenoid shift transitions as the transcontinues next page
10
Solenoid Amperage Chart

Range
Solenoid
Park
Gear
Reverse Neutral
Drive Manual
1H
1H
2H
3H
3M
4H
4M
5H
5M
6H
6M
SV5-N92 (K1)
0.100
0.980
0.980
0.100
0.100
0.100
0.100
0.100
0.980
0.980
SV9-N282 (K2)
0.100
0.980
0.980
0.980
0.980
0.980
0.980
0.100
0.100
0.100
SV3-N90 (K3)
0.980
0.100
0.980
0.980
0.980
0.980
0.100
0.980
0.100
0.980
SV10-N283 (B1)
0.980
0.980
0.980
0.980
0.980
0.100
0.980
0.980
0.980
0.100
SV6-N93 (LP)
0.980
0.980
0.980
0.980
0.740
0.860
0.980
0.980
0.740
0.740
SV4-N91
(TC-PWM)
0.200
0.200
0.200
0.200
0.200
0.200
0.200
0.990
0.200
0.990
0.200
0.990
0.200
0.990
SV2-N89
3H=0
3M=1
4H=0
4M=1
5H=0
5M=1
6H=0
6M=1
SV1-N88
0*-1
0*-1
0*-1
0*-1
Description of terms:
3H = 3rd gear TCC off
100A = very-low-amperage SV1 & 2 N88 & 89
solenoid off
3M = 3rd gear TCC on
0 = off
(This applies to gears 3-6)
0.980A = very-high-amperage
1= on
solenoid on
0*-1= off or on during shift transitions
1. Solenoid valves 3, 5, 9 and 10 are normally applied;
when these solenoids are off, the components they
are in charge of are applied. They are energized
(turned on) to turn off the components they are in
charge of. These solenoids are also modulated to
control both apply and release rates. Consult the
clutch-application chart in Figure 4 and compare
the amperage to clutch/brake application.
Example:
Solenoid valve 10 (N283) is pulsed off during the
1H-2H transition, and the amperage will drop from
0.980 in 1H to 0.690 to 0.300 to 0.100 when the
shift is finally completed into 2H to control the
apply rate and shift feel of the B1 brake.
November 2008
2. Solenoid valve 6 (N93) is modulated on

the basis of engine load. Low line pressure will indicate amperages of 1.0 to
0.980. Amperage will drop to increase
line pressure.
3. Solenoid valve 4 (N91) is modulated to
control torque-converter apply rate but is
dependent on solenoid valve 2 (N89) to
apply the TCC. There will be situations
where during manual shifts in Tiptronic
mode, SV4 (N91) amperage will indicate
0.500 to 0.700 and the TCC will be off as
solenoid valve 2 (N89) is 0, which indicates off.
33
11
Group A: 004
1H
driving
driving
driving
1H
transition
transition
2H
driving
driving
driving
driving
2H
transition
transition
3H
3M
driving
driving
driving
3M
transition
4M
driving
driving
4M
transition
transition
5M
driving
5M
transition
transition
transition
6M
driving
driving
driving
driving
driving
driving
driving
driving
driving
Group B: 007
Driving
Mode
TIME
SV 5
(N92)
SV 9
(N282)
SV 3
(N90)
SV 10
(N283)
TIME
SV 6
(N93)
SV 4
(N91)
SV 1
SV 2
1H
1H
1H
1H
1H
1H
1H
2H
2H
2H
2H
2H
2H
2H
2H
3H
3M
3M
3M
3M
3M
3M
4M
4M
4M
4M
4M
4M
5M
5M
5M
5M
5M
5M
5M
6M
6M
6M
6M
6M
6M
6M
6M
6M
6M
0.53
1.33
2.11
29.98
30.78
31.56
32.36
33.14
36.29
37.09
37.88
38.66
39.46
40.25
41.06
41.84
42.64
43.42
44.23
48.21
49
49.79
50.58
51.36
52.14
52.93
60.07
60.88
61.68
62.48
63.26
67.98
68.78
69.58
70.38
71.17
71.97
72.77
73.58
74.37
75.17
75.97
76.78
77.59
78.37
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.65
0.97
0.97
0.97
0.97
0.97
0.98
0.97
0.98
0.97
0.97
0.98
0.97
0.98
0.97
0.98
0.97
0.98
0.98
0.98
0.98
0.97
0.97
0.97
0.97
0.98
0.97
0.97
0.97
0.97
0.97
0.97
0.98
0.97
0.97
0.97
0.98
0.98
0.98
0.72
0.56
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.09
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.69
0.55
0.1
0.1
0.1
0.1
0.1
0.72
0.99
0.99
0.99
0.99
0.99
0.67
0.67
0.1
0.1
0.1
0.1
0.34
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.69
0.3
0.1
0.1
0.1
0.1
0.1
0.1
0.69
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.99
0.98
0.99
0.99
0.99
0.99
0.72
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.01
0.79
1.58
29.45
30.24
31.04
31.83
32.62
35.76
36.55
37.36
38.14
38.92
39.72
40.52
41.31
42.1
42.89
43.69
47.69
48.46
49.26
50.06
50.84
51.61
52.4
59.54
60.33
61.15
61.95
62.74
67.46
68.25
69.04
69.85
70.65
71.43
72.22
73.04
73.85
74.63
75.44
76.24
77.05
77.84
0.74
0.74
0.74
0.74
0.74
0.75
0.65
0.8
0.86
0.86
0.86
0.86
0.85
0.85
0.8
0.83
0.82
0.82
0.81
0.8
0.8
0.65
0.79
0.85
0.78
0.78
0.81
0.56
0.6
0.67
0.68
0.73
0.74
0.81
0.81
0.92
0.94
0.94
0.94
0.94
0.9
0.86
0.86
0.84
0.73
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.2
0.19
0.46
0.51
0.98
1
1
0.99
1
0.33
0.48
0.52
1
0.99
0.99
0.45
0.49
1
0.99
0.99
0.99
0.2
0.2
0.51
0.54
0.58
0.61
0.65
0.67
0.69
0.72
0.74
1
11
11
11
11
11
0
0
0
0
0
0
0
0
0
0
0
10
10
10
10
10
1
0
0
10
10
10
1
0
10
10
10
10
1
1
0
0
0
0
0
0
0
0
0
10
mission is shifting through each of

the gears. Compare this with the
time column so you can see how
quickly the computer can control
these solenoids. Considering this
along with the drive-clutch drums
being equipped with balance pistons, the clutch apply and release
can respond more rapidly to these
34
Group C: 008
N88-on
N89-on
N88-off
N89-off
N89-on-tc
N88-off
N88-on
N88-off
N89-off
N89-on-tc
N88-off
N88-on
N88-off
N89-on-tc
N88-off
N89-off
N88-on
N88-on
N88-off
N89-off
N89-off
N89-off
N89-on-tc
commands than they could without them. TD
The Bottom Line:

Transmission Digest
Its Your
Business
Subject:
Prospering in tough
economic times
Essential Reading:
Making a Go of It in the
Toughest of Times
Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R
Author:
Terry Greenhut,
Transmission Digest
Business Editor
November 2008
ast month I wrote about the importance of putting forth an outstanding outside-sales effort.
Before I proceed to this months topic
Id like to give you a quick update and
follow-up. If you recall, I mentioned
that I had been helping my daughter
with her dog-training business by doing
her outside-sales calls one day a week,
mostly to the veterinarians who might
recommend her to their clients.
A couple of days ago she received a
call from the franchise home office. The
gal asked whether it was OK to list her
name in their monthly newsletter that
goes out to all 900 franchisees worldwide as being in the top 10 in sales for
the month of August. In the top 10 out
of 900, and the only action that had
changed in her business was the outside-sales effort.
We checked the figures for August
and found that Septembers numbers
are significantly higher with a few days
still to go in the month. She might very
well be the top-grossing trainer in the
franchise for September. Keep in mind,
this is all taking place during a time
when the economy is horrible and when
many of her potential clients are linked
to Wall Street and the banking business.
Compared with the auto repairs that
you guys sell to customers who need
them desperately, her dog training is a
luxury that many are still buying during the toughest of times because of the
strong recommendations they are receiving from people they trust. All that
trust came from the outside-sales work
that we did and will continue to do. So
theres the proof outside sales works.
What about these tough times? Are
they tough for everyone? Apparently
not; it depends on what business you
happen to be in and what you make of
the current economic conditions.
If you look into the history of an

event like the Great Depression of the
1930s you find that not everyone went
broke and not everyone lost their jobs.
Some companies, in fact, flourished.
They did better because the public
needed their products or services more
during such times and wouldnt stop
buying whatever they were selling.
We are in such a situation right now.
With the banking industry virtually
hiding under a rock, loans arent being
given anywhere near as freely as they
were only a year or so ago. Those who
once qualified with questionable credit
scores cant anymore. Only top-rated,
low-risk applicants are securing loans,
not only for houses but also for vehicles.
The customers favorite excuse for
not buying a transmission for his 5year-old car that hell trade it in for a
new one is fading fast. He may still
want to do it but many times wont be
able to, either because he wont get
credit approval or because he fears
being locked into another three, four or
five years of payments when he isnt in
any way certain that he will have a job
long enough to complete the contract.
Although everyone would love to
have a new car that burns far less gasoline, many will find themselves having
to keep and fix what they have now.
Lots of these vehicles will soon come off
warranty and will become available for
major repairs in addition to the services
normally performed. Numerous companies, some having large fleets, will opt
to keep their vehicles far longer than
they might like. Time and mileage will
dictate the need for major repairs, but
these companies have all once more become qualified as prospects.
Although some retail work will come
to you through warranty insurance
continues next page
35
Its Your Business

companies, much will be customer-pay. When it comes to company-owned or leased fleets, most
if not all the work will be customer-pay, as many of these vehicles will be past the time or
mileage that would allow their
owners to even buy extended-warranty coverage.
With consumers trying to stay
away from new-car purchases the
used-car business is making a
resurgence. The only problem is
that there arent enough cars being
traded in on new ones to feed that
market another reason you might
see more major repair work with
still more drivers holding on to
what they have.
Some points of interest about
the current market for your services:
New-car dealers are hiring
transmission rebuilders again. This
is something we havent seen in
many years. Some of us thought
we never would again, but rumor
has it that their supply chain of rebuilt units in some instances is not
able to meet the demand so the
dealers are again trying to repair
transmissions in house.
The problem they face is that
there arent that many rebuilders
out there looking for work. If they
do find and hire one the bean
counters at the dealership might
pretty soon decide that there isnt
enough work to keep him busy all
the time and want to let him go.
Does that sound familiar? Its a recurring condition. We saw it a lot
about 20 years ago. Its the old revolving-door syndrome and one of
the reasons mechanics have wheels
on their toolboxes.
Thats where we come in. If the
dealerships cant find rebuilders or
dont have quite enough work to
keep them busy, they will again be
looking for a source of rebuilt
transmissions. And well have
them, but we need to be smart
about the way we handle those relationships.
First, to minimize comebacks,
its important to take control of the
36
entire process from diagnosis to removal, to rebuilding, to installing

and to testing. A missed diagnosis
at the dealership or any other
garage will lead to costly mistakes
or a lot of head scratching, trying
to find a transmission problem that
really doesnt exist.
Next, we need to realize that
there are dealerships and other
medium-to-large businesses that
will not make it through these economically challenging times. Some
may go out of business, leaving a
slew of unpaid vendors in their
wake. Dont be one of them.
Although you may be very excited
about starting to get work from a
company you have been trying to
land for years, dont let it cloud
your judgment about prudently
handling your accounts receivable.
In other words, dont let them
get too far out ahead of you. Set a
limit on how much credit you are
willing to extend. Keep in mind
that five jobs can easily have a
company owing you $10,000 or
more. Also recognize that any
company that contacts you without your soliciting their business
and suddenly gives you lots of
work could be doing so because
they owe another shop so much
that they need a fresh supplier
with whom they can run up a bill.
Next point: Its time to promote
your business. I know that when
times are tough its hard to work
up the enthusiasm to spend money
on promotion or to go out knocking on doors. Many of us take the
attitude that it isnt worth doing
since nothing much can come of it
because of so many companies and
individuals holding back. Well,
think about this: If you feel that
way, so do your competitors. If
they arent promoting, you especially should be. They are leaving
the playing field wide open for
you.
If you go out selling you will
probably find that none of your
competitors has anyone out doing
it. Even in good times most shops
wont put a salesperson on the
street. They think business will

somehow automatically come to
them because they are there. The
only two things that are automatic
in business today are most of the
transmissions you work on and the
fact that if you dont do enough to
promote, you wont be in business
very much longer.
I started my first shop in 1975,
right in the middle of a huge recession. How did I know we were in a
recession? Because 5,000 other people and I got laid off by a company
that hadnt laid off anyone in 60
years. They werent the only ones
laying off; lots of companies were.
Maybe I was too nave to realize
there wasnt supposed to be any
business out there, so I went out
and promoted the heck out of my
shop. I did it mostly in person because I didnt have much money,
but I also bought little ads in local
publications to at least get people
to stop in. Maybe its better not to
know or realize how bad things
are and to just go forward as if
everything were wonderful, because thats how you make it wonderful.
Last point: Dont make up your
own price objections. If customers
want to object to your prices they
will, and youll need to be very
good at handling those objections
so you can get your price, but
dont get it into your head that you
should be asking less because
times are tough. Theyll get a lot
tougher for you if you start giving
away all your profit dollars. After
all, nobody is charging you less for
anything you need to buy, so how
can you afford to charge customers
less?
Consumers more than ever need
to do business with people they
can trust. You gain their trust by
doing an excellent job and giving
them a level of service they didnt
expect, not by lowering your
prices. All that leads to is inferior
quality and worse service. It also
tends to bring in the kind of customers you dont want to deal
with, the ones I call the
Transmission Digest
Something for Nothings.

Its funny how, in good times,
I tell you to get out there and
promote and do your best job of
selling. Then when times are
tough I tell you the same thing,
but to kick it up a notch, as
chef Emeril would say. Thats
because business is always business and some basic rules always
apply. You have to promote to
get them in the door, and then
you have to sell to get your
price.
Will consumers want to pay
less? Of course they will, and
theyll use the recession as another objection to try to get you
to lower your price. Remember
to always go into empathy with
customers, not sympathy.
Empathy means you understand
their problem and will try to
help with a solution. Sympathy
means that you understand and
will become a part of their problem by lowering your price, putting yourself in the same tough
position they are in. Dont do
that. Offer to do more, give them
more and better services for the
money, but keep the price profitable. That will ultimately be the
best way to weather this recession. TD
Terrys 450-page book, How to
Market and Sell Automotive and
Transmission Service and Repair, for
only $98.32 will teach you all the
techniques you need to make profitable sales and retain your customers
for future business. If youve been
thinking about ordering yours, now
would be a good time. You can then
get additional copies for your employees, friends and competitors for only
$49.16 each. Or for a free 45-minute
audiocassette or CD that will introduce you to Terrys philosophy of the
industry and selling concepts please
call 800-451-2872 or visit
www.TerryGreenhut.com, where you
can order any of Terrys training
materials or take your 20-question
self- and business-evaluation test.
Although no one can see the results
but you, its a real eye opener.
Circle No.
November 2008
3 on Reader Card
37
By Mike Riley
t would be fitting to address some of the

evolutionary changes and improvements
that have occurred to sticks (manual
shifts) and 4x4 transfer cases.
Unlike in Europe, and to a lesser extent
Japan, the vehicle population in the U.S.
equipped with sticks has for decades hovered around 13% to 15%. (Americans must
be lazier than Europeans, since Europeans
are shifting gears manually most of the
time.) Transfer cases, on the other hand,
have grown substantially in numbers and
modifications in the U.S. because of increases in SUVs and trucks over many years.
Manual transmissions were the first gearboxes to be used in production vehicles.
Automatics popped up just a bit later and
initially met with some resistance. People
were somewhat reluctant to change. The
early manual transmissions were, to say the
least, bangin, clangin, straight-cut-gear
whinin heavy chunks of iron. The only bearings were for the main components (e.g.,
input, output, cluster etc.). Gears rode directly on the mainshaft, and the gear lube
was the viscosity of lard. The drag coefficient of the transmission had to be comparable to that of pulling a house trailer at 10
below zero.
Early transfer cases did not fare much better, although some improvements in components and oils had started to take place by
then. The increased use of caged and thrust
bearings along with using thinner fluids like
ATF certainly helped.
The first transfers for four wheelers were
pretty basic, though, in that some models
merely had a simple planetary gear set for
high/low range, a chain and a couple of
sprockets for two-wheel/ four-wheel drive,
all of which were engaged manually through
shift rods. Some transfers did not even have
38
chains, just gear-to-gear drive. Failure rates

on both sticks and transfers were just a tad
higher than today.
But along came progress!
Because of the energy crunch and quality
issues of the 70s, things started to change.
Even transmissions from overseas started to
have an influence in the states, such as using
caged needle bearings between gears and the
mainshaft.
Standard transmissions developed over
the past few decades barely resemble the
early dinosaurs. Gears have changed for the
most part from straight-cut to helical to suppress noise. Cases and extension housings
are aluminum, not cast iron, to reduce
weight. Transmission oil used is ATF or a
special synthetic to reduce drag, and materials, heat-treat methods and machining
processes have all improved to provide
overall durability. One big improvement
that would impact shifting a manual transmission from one gear to the next is the synchronizer. There was a time when grinding
gears was the norm during a shift. The cut of
the synchronizing teeth on a gear and the
synchro sleeve was not that great, and if
there was a synchro ring involved, no one
knew it.
As synchronizer technology improved the
amount of grinding and pop-out diminished. Even durability was impacted because
of smoother shifting. For a long time synchro
rings were traditional brass with normal tapered teeth and friction grooves cut into the
inside diameter that act as a brake to momentarily stop the gear. With changes that
occurred on units like the BorgWarner T5
World Class and New Venture 4500, ease of
shifting got even better. The synchro ring actually went to a three-piece design com-
Transmission Digest
prised of an inner ring, outer ring

and center cone. The center cone
has paper attached just like a friction plate in an automatic. Another
design that Toyota uses is basically
two brass synchro rings with a steel
center cone. Other designs have
sprung up as well (Figure 1).
As with automatics, standards
received more speeds as time went
on, going from simple three-speeds
to three-speeds with overdrive, to
four-speeds, five-speeds and even
six-speeds. Aside from fuel economy and performance, more gears
means less boredom while driving.
Whats funny is that certain
manufacturers are now producing
pedal-less clutches, in effect making a stick car into an automatic
car. One might question this logic.
(The new BorgWarner Dual Clutch
transmission is one example.)
Another area of noticeable
change has occurred with transfer
cases. The old-design SUVs and
trucks with front-wheel locking
hubs are gone, and good riddance!
How great was it to get out of a
Chevy Blazer to beat and twist
stuck lockout hubs in a -20 blizzard. Ouch!
Some of the OEM fixes to this
issue over the years have not met
with rave reviews, either.
Changing from mechanical shifting
rods to vacuum diaphragms and all
the little vacuum lines and switches
that went with it made for some
great diagnostic opportunity.
Later, electrical motors were added
and required even more stuff to
deal with.
Another wonderful item added
to transfer cases was the viscous
coupling like the one used in Jeep
Quadra-Tracs in the 80s. If fourwheel engagement was not completed because of a deficiency in
the vacuum system, normally a vehicle would not move. But with a
November 2008
Quadra-Trac, the vis2

cous coupling would
provide some movement, which would
ultimately feel like a
slipping transmission. Oh, joy!
More recently, because of shift on the
fly (SOF), torque on
demand (TOD) and
other catchy phrases,
transfer cases have
now been electrified
and actually glow in
3
the dark. The Warner
Gear 4405/6 series,
for instance, has a
couple of variations
to choose from,
which makes diagnosing and parts ordering a real treat.
The electric shift has
a rather large coil
(Figure 2) to control
spin, whereas a TOD
uses an entire clutch
pack just like an automatic (Figure 3). A
New Venture NV 247
also uses a clutch
pack, but this pack
has a pump built into
the housing. Its a fairly compact
unit. From a product standpoint,
rebuilding a standard or transfer
case today is much more difficult
because of the proliferation of part
numbers, including kits.
So, the next time an automatic
transmission doesnt cooperate,

dont flame out; it could be the
other gearbox! TD
Mike Riley is technical director for
Transtar Industries Inc.
www.transtarindustries.com
39
Up To Standards
Subject:
Design, operation and
diagnosis
Unit:
NVG 245 transfer case
Trail Tested:
The NVG 245 Transfer Case
Jeep Grand Cherokee
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R
Author:
Mike Weinberg,
Rockland Standard Gear
Contributing Editor
Cherokee in 2005 with new interiors,

suspensions and engine combinations,
and improved drivelines. Part of that
redesign was the introduction of the
245 transfer case produced by New
Venture Gear, a division of Magna
International.
The Grand Cherokee as of 2007 has
engine options of a 4.7-liter Hemi V-8,
a 3.7-liter V-6 and a 215-horsepower
Mercedes diesel capable of 376 lb.-ft.
of torque. The V-6 uses a Mercedes
five-speed automatic transmission
eep is the originator of four-wheeldrive vehicles, and even though

the brand has been owned by numerous corporations, it is still the centerpiece of four-wheel activity. The
top-of-the-line Jeep model is the
Grand Cherokee or WK series, in
Jeep speak.
Jeep was once the dominant player,
but Escalades, Expeditions, Range
Rovers and other brands are crowding
this lucrative market. To avoid being
left behind, Jeep redesigned the Grand
NV 245 Transfer Case
Courtesy of DaimlerChrysler Corp.
22
24
23
25
26
4
3
21
20
7
8
10
19
17
18
11
12
16
13
15
1
2
3
4
5
6
7
8
9
40
Clutch assembly
Rear case
Clutch lever
Oil pump
Rear output seal
Spline seal
Rear output flange
Damper
Shift rail
10
11
12
13
14
15
16
17
18
14
Roll pin
Sector roller
Anti-rotation bracket
Shift motor and mode sensor
Front output-shaft drive sprocket
Front output seal
Front output shaft and flange
Drive chain
Range fork
19
20
21
22
23
24
25
26
Low-range planetary
Input seal
Input gear
Range sleeve
Differential
Front case
Mainshaft
Mainshaft drive sprocket
Transmission Digest
(W5A580), and the Hemi is backed

by a Chrysler 545RFE five-speed
automatic. Jeep also has added a
5.7-liter Hemi engine to this lineup.
The new suspension designs include independent front suspension and a five-link rear
suspension. These vehicles can be
equipped with Dynamic Handling
System (DHS), which hydraulically
controls body roll, and an electronic stability program (ESP), which
helps the driver maintain directional stability during hard cornering or drifting (intentional or
otherwise) on any surface. Sensors
throughout the car feed input to
the computer, which adjusts braking and throttle opening to keep
the vehicle on its intended path before the driver can react. Inputs
from sensors that measure yaw,
steering angle, brake-pedal force
and position, wheel speed and
throttle opening are all compared
with a computer model to keep the
driver alive and well and on the
road by applying brakes, deactivating cylinders and activating the
transfer case, all without driver
input.
Vehicles equipped with the
NVG 245 transfer case have two
final-drive systems: Quadra Trac II
and Quadra Drive II. Quadra Trac
II uses the full-time operation of
the 245 to send torque to the axle
that needs it while simultaneously
activating the Brake Traction
Control System (BTCS), which will
selectively apply brake force to
stop wheel slippage. This system
also uses Throttle Anticipate,
which measures a quick throttle
movement to prevent wheel spin
under hard acceleration.
Quadra Drive II is a step up,
with electronic limited-slip differentials for electronic control of the
final-drive differentials. This is
done through outboard clutch
packs on the front and rear axles
that electronically provide differentiation between the wheels during turns and tire slippage. This
system is similar to the Honda
Steel side of clutch plates
Lined side of clutch plates
Pilot system I wrote about a few

months ago. This system uses the
clutch packs between the differentials and the axles, the transfer case
and the computer to allow axle slip

or lock the axle, depending on
need. This system will release the
continues next page
Circle No.
November 2008
15 on Reader Card
41
Up To Standards
Output shaft with clutch pack,

center differential
Master spline on sector

shaft
front-axle clutches to allow complete differentiation between the

wheels in turns, like a rear-wheeldrive car, to prevent tire scrub and
crow hop normally present in 4WD
vehicles.
The NVG 245 transfer case is a
full-time, active four-wheel-drive
system. The transfer case splits
torque 48% to the front axle and
52% to the rear axle through a
planetary-type center differential
coupled to an electronically activated clutch pack. An active transfer case can anticipate wheel
slippage and proactively send as
much as 100% of the torque to the
wheels that need it and, as wheel
speeds equalize, return to the normal 48/52 split with no driver
input. There is a 4W Low range
that can lock the clutch pack, distributing torque 50/50 for off-road
use, and a neutral range to allow
the vehicle to be flat-towed behind
another vehicle. A straight-cut
planetary gear provides low reduction, and the low ratio is 2.72-1.
Using low range on anything but
dirt, sand, grass or other loose material will cause the transfer case to
crow hop because of driveline
windup.
The Grand Cherokee uses a
final-drive control module (FDCM)
to control the transfer-case active
torque-biasing clutch and center
differential and to communicate
with other systems via the CAN C
bus. The computer reads wheel
speeds from sensors on all four
wheels and interprets differences
in wheel speeds as a slip. The computer program includes a complete
model of the vehicle dynamics,
42
Rear of transfer case
which the computer compares

with sensor inputs for vehicle
speed, throttle position, steering
angle, yaw rates, transmission gear
position and brake-pedal position
to engage the transfer-case clutch
pack at the appropriate duty cycle
to distribute torque.
Correct tire size and pressure
are critical for proper operation of
these related systems. Mismatched
tire sizes or pressures will cause
the system to set codes, and shops
that do not begin diagnosis by
checking the tires will waste a lot
of valuable time.
This unit has an electric shift
motor and encoder. The motor is
bolted to the side of the transfer
case and drives the sector shaft to
apply the clutch pack and to shift
the transfer case to low range or
neutral. The encoder tells the
FDCM the position of the sector
shaft during all phases of operation. The transfer case is always in
4WD High unless the driver selects
low range or neutral. The computer will not permit a shift to 4WD
Low unless the vehicle is stopped
or traveling under 3 kilometers per
hour (1.86 mph) with the transmission in neutral.
To shift into Low range, there is
a small chrome T-handle contact
lever in the shifter assembly labeled 4WD Low. An indicator light
in the instrument cluster will signify low-range operation. Shifting
into neutral for towing requires depressing a push-pin button near
the range shift lever with a pen,
and if the computer sees all the
correct conditions, it will allow the
shift. To avoid accidental shifts,
Front of transfer case
the switch must be depressed for

one-quarter of a second. The actual
shift may take several seconds.
If the vehicle is at rest and there
is tooth-to-tooth contact in the
transfer case, the shift will be
blocked; letting the vehicle roll
slowly will eliminate this issue.
The computer will attempt five
shifts and then light a signal on the
instrument cluster, and the driver
will have to return the shift handle
to 4WD High and try again. Most
owners of these vehicles will never
move the shift lever and simply
use the 4WD High Range full-time
operation.
The transfer-case mode sensor
(encoder) sends feedback to the
FDCM regarding transfer-case position. This analog linear position
sensor relays the motor-shaft position through a DC signal. The
FDCM monitors the sensor position every two milliseconds when
the ignition is on and continues
monitoring it for 10 seconds after
the ignition is turned off. The
mode sensor draws 20 milliamps
of current while operating.
The following chart reflects voltages that you should see to test the
mode sensor/encoder. The FDCM
uses a 5-volt signal to control the
encoder, so do not test with 12
volts unless you wish to buy an encoder.
Encoder 4 Low min 4.19 volts
Encoder 4 Low max 4.35 volts
Encoder AWD min 0.45 volt
Encoder AWD max 0.55 volt
Encoder High Range limit 4.51 volts
Encoder Low Range limit 0.20 volt
Transmission Digest
The shift motor/encoder has a

master spline that must align with
the sector shaft to attach the motor.
New shift motors are shipped in
the neutral position. You must
shift the transfer case manually
into neutral to attach the motor to
the sector shaft. The shift motor is
a permanent-magnet DC motor
equipped with a position-holding
brake, an internal gear train and an
encoder or position sensor. Under
stall conditions (maximum clutch
application) the motor will draw a
maximum of 32 amps at 72 F with
13.5 volts present at the motor
leads. The unit also measures voltage polarity, which is used to control motor rotation directionally.
These motors with the internal
gear train can exert enough torque
to lock the transfer-case clutch
pack to full application, depending
on the duty cycle commanded
from the FDCM.
The NVG 245 transfer cases
clutch pack consists of single-sided
paper-material clutch discs that are
alternately splined internally and
externally. The top plate has inside
splines. The specified fluid for
these units is Mopar NV245
Lubricant, P/N 05016796AA. The
transfer-case capacity is 3.8 pints,
and the factory recommendation
for fluid replacement is 36,000
miles or 36 months. These units are
hard on fluid, and I think the fluid
should be replaced once a year or
every 15,000 miles for good preventive maintenance. If you are rebuilding one of the units, make
sure to presoak the clutches before
installation until no more air bubbles exit the plates.
As with most late-model transfer cases, the actual design is simple, but as they say, The devil is
in the details. The theory of operation is also simple, but diagnostics will require a good service
manual with code listings and diagnostic trees, and the realization
that multiple related systems must
function together to operate correctly. The good old days where
you could just remove and repair a
unit are long gone. The guys who

win are those who can see that a
bad wheel-speed sensor, TRS or
mismatched tires can be the heart
of the problem. The worst place to
be is on the end of the telephone
The Bottom Line:

Circle No.
November 2008
with your first line being, I took

the unit apart but there is nothing
wrong with it. TD
18 on Reader Card
43
MANUAL TRANSMISSIONS / CLUTCHES / COMPONENTS
he following listings are

compiled from responses
to a survey sent to known
suppliers of assemblies and
components used in the repair
of manual transmissions, transfer cases used with manual
transmissions, differentials and
other drivetrain services. The
editors, on the basis of space
availability and fairness to all
participants, have endeavored
to remove advertising content
and, with the exception of
manufacturers, brand names
from the product-line
descriptions.
A & Reds Transmission Parts, 3737 W 29th

St S, Wichita, KS, 67217-1005, PH:316-9425300, TF:800-835-1007, FX:316-942-8947,
WEB: www.areds.com, parts@areds.com
New OE & aftermarket plus guaranteed rebuilt
& good used transmission & transfer case
parts for American & import applications.
AA Midwest/Engine Quest, 4050 S
Wentworth Ave, Chicago, IL, 60609-2841,
PH:773-624-6111, TF:800-826-7403, FX:773624-6660, WEB: www.aaeq.net,
sales@aaeq.net
More than 150,000 transmission, engine &
internal parts. Servicing domestic & foreign
remanufacturers & machine shops.
All Star Standard Transmission, 4410 W
South Ave, Tampa, FL, 33614-6418, PH:813874-9125, TF:877-884-8553, FX:813-8742524, allstartran@aol.com
New 5 and 6-speed transmissions,
remanufactured 3, 4, 5 and 6-speed
transmissions and transfer cases. Foreign and
domestic cores, new and used parts..
Specialty manual units M21, M22, Rock
Crusher, Top Loaders, T-10, Super T-10 and
G. Force.
44
All Transmission Parts, 1814 NE Argyle St,

Portland, OR, 97211-1804, PH:503-286-2200,
TF:800-237-8601, FX:503-285-6726, WEB:
www.alltransmission.com,
sales@alltransmission.com
Domestic & foreign parts, new & used for
standard transmissions, transfer cases,
differentials & axle shafts. Remanufactured
transmissions & transfer cases.
All-Trans Parts Inc., 134 Transit Dr,
Greenville, SC, 29607-3431, PH:864-2979913, TF:800-922-9562, FX:864-297-3020,
WEB: www.alltransparts.com,
bruce@alltransparts.com
Alto Products Corp., 1 Alto Way, Atmore, AL,

36502-1018, PH:251-368-7777, FX:251-3687774, WEB: www.altousa.com,
sales@altousa.com
See Our Ad Page: 21
Complete line of standard clutch systems for
automotive, agricultural & heavy-duty, on &
off-highway. Five-piece clutch kits,
components, bearings & more.
American Axle & Manufacturing, 1 Dauch Dr,

Detroit, MI, 48211-1198, PH:313-758-4610,
TF:866-865-6312, WEB: www.aam.com
OE driveline components for GM, Ford &
Chrysler light-duty vehicles. Gear sets, axle
shafts, differential kits, bearing kits, U-joints,
yokes & more.
AMSOIL INC., 925 Tower Ave, Superior, WI,

54880-1582, PH:715-392-7101, TF:800-7778491, FX:715-392-5225, WEB:
www.amsoil.com, info@amsoil.com
Synthetic gear lubes and fluids for manual
transmission and transaxle units.
Anaheim Gear & Standard Transmission,

1271 S Talt Ave, Anaheim, CA, 92806-5533,
PH:714-778-1103, TF:800-477-1103, FX:714778-1733, WEB: www.anaheimgear.com,
pat@anaheimgear.com
Rebuilt, dyno-tested manual transmissions
and transfer cases.
Astro Transmission Parts, 601 E Alfred St,
Tavares, FL, 32778-3303, TF:800-343-0956,
FX:352-343-8354, astrotans@aol.com
New standard & racing manual transmissions.
LuK & Valeo clutches & New Venture
components. Used foreign & domestic parts.
Automotive Wholesalers Inc., 9345 Penn Ave
S, Bloomington, MN, 55431-2320, PH:952884-2336, TF:800-231-3011, WEB:
www.uslink.net/~jurkovsj/index.htm,
jurkovsj@uslink.net
New, reconditioned & used parts for
transmissoin & transfer case applications.
Blumenthal Companies, 504 SW 4th St.,
Oklahoma City, OK, 73109-1301, PH:405-4091157, TF:888-236-4800, FX:405-232-0436,
WEB: www.blumenthalmfg.com,
sales@blumenthalmfg.com
Full line of remanufactured, OE & aftermarket
new parts.
Canada-Wide Parts Distributors, 15745 118
Ave, Edmonton, AB, T5V 1B7, CANADA,
PH:780-454-5115, TF:800-665-7671, FX:780453-3460, WEB: www.canadawideparts.com,
s.e.stordy@canadwideparts.com
Extensive line of new & remanufactured
manual transmissions, transfer cases,
differentials (limited-slips & lockers).
Differential & transfer-case kits, & full line of
clutches & parts.
Certified Transmissions, 1801 S 54th St,
Omaha, NE, 68106-2316, PH:402-558-0267,
TF:800-544-7520, FX:402-558-2202, WEB:
www.certifiedtransmission.com,
mteder@certifiedtransmission.com
See Our Ad Page: 19
Complete line of manual transmissions RWD,
FWD & 4WD for cars & pickups. 4WD
transfer cases.
Transmission Digest
CHA Gear, 1720 Wallace Ave Unit B, Saint

Charles, IL, 60174-3401, PH:630-443-4327,
TF:877-432-7738, FX:630-443-6422, WEB:
www.chagear.com, sales@chagear.com
Extensive line of transmission & differential
parts for light-duty trucks.
Clutch & U-joint ProvenForce, 7474 Lakeland
Avenue South, Brooklyn Park, MN, 554281229, PH:763-425-7474, TF:800-280-0755,
FX:763-424-4722, WEB:
www.provenforce.com,
provenforcemn@aol.com
Full line of differential parts & LuK clutches.
Drivetrain Central Inc., 10131 240th Ave,

Spirit Lake, IA, 51360-4400, PH:507-8561673, TF:888-444-4734, FX:507-856-4198,
WEB: www.drivetraincentral.com,
drivetrain@mchsi.com
Domestic manual transmissions, transfer
cases & differential units & full line of parts.
Eds Transmission Exchange, 10226 State
Ave, Marysville, WA, 98271-7214, PH:360653-1835, TF:800-356-3303, FX:360-6581488, WEB: www.edstransmissions.com,
edstransexch@aol.com
Domestic & import parts including full line of
Sonnax transmission parts.
Consolidated Transmission Parts, 2850 W

Airport Blvd, Sanford, FL, 32771-1610,
PH:407-321-2055, TF:800-578-8726, FX:407321-2433, WEB: www.consolidatedtrans.com,
sales@consolidatedtrans.com
Complete line of parts for domestic & import
units. OE new, aftermarket new, used &
remanufactured.
Ford Genuine Parts/Motorcraft, 16800

Executive Plaza Dr # 2N1, Dearborn, MI,
48126-4261, TF:800-392-7946, FX:313-3904669, WEB: www.motorcraft.com,
fnpc@ford.com
OEM transmission & transfer case parts for
Ford, Mercury & Lincoln vehicles.
D & D Engines & Transmissions, Inc., 14044A Highway 231 N, Hazel Green, AL, 357508919, PH:256-828-6571, TF:800-782-4790,
FX:256-828-1342
Foreign & domestic transmissions,
differentials, transfer cases. Good used units
& cores.
Future Transmission Parts, 1227 Medical

Center Pkwy, Murfreesboro, TN, 37129-2222,
PH:615-895-4405, TF:800-635-2877, FX:615849-3438, WEB:
www.futuretransmissionparts.com,
futuretrans1@bellsouth.net
Full line new, used & remanufactured parts.
Dacco Inc., PO Box 2789, Cookeville, TN,

38502-2789, PH:931-528-7581, TF:800-4432226, FX:931-528-9777, WEB:
www.daccoinc.com
Full line of new, rebuilt & used parts from OE
& aftermarket sources.
Delta Clutch Co., 290 Smith Road,

Providence, RI, 02908, PH:401-455-8306,
FX:401-455-8305
Unique custom rebuilder of stock manual
transmissions for automotive, agricultural &
industrial applications.
Driveline Components Company, 3742 E
Rolling Green Ln, Orange, CA, 92867-2117,
PH:714-651-0829, FX:714-998-0925, WEB:
www.redrobertsinc.com
Manufacturer of internal rail shifters, L or R,
forward or backward offsets. T56 front socket
kits, TKO mid & front shifters.
#s in
5000 part
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Becoming
Gold Star Race Clutches, 336 E Gutierrez St,

Santa Barbara, CA, 93101-1707, PH:805-9629140, FX:805-962-9140
Manufacturer of racing-application clutches,
standard transmission parts including earlymodel parts.
Goodale Auto Truck Parts Co. Inc., 1100 E 5th
Ave, Columbus, OH, 43201-3000, PH:614294-4777, TF:800-282-2204, FX:614-2941637, WEB: www.goodaletruck.com,
drb@goodale1.com
Full line new & remanufactured differentials,
transfer cases & manual transmissions &
parts.
Hardparts For Transmissions (H.F.T.), 109 W
Park Dr, Mount Laurel, NJ, 08054-1278,
PH:856-222-4150, TF:800-776-4433, FX:856222-4169, WEB: www.wesellhardparts.com,
hardparts@att.net
See Our Ad Page: 31
Full line of new & used parts for
transmissions, differentials & transfer cases.
Rebuilt valve bodies.
continues next page

Circle No.
November 2008
12 on Reader Card
45

Howard Engineering Corp. - H.E.C., 227 W
140th St, Los Angeles, CA, 90061-1005,
PH:310-523-2296, TF:800-831-2223, FX:800647-7059, WEB: www.hecreman.com,
info@hecreman.com
Comprehensive line of Honda/Acura
remanufactured manual transmissions.
Jasper Engines & Transmissions, PO Box

650, Jasper, IN, 47547-0650, PH:812-4821041, TF:800-827-7455, FX:812-634-1820,
WEB: www.jasperengines.com,
sales@jasperengines.com
See Our Ad Page: 3
Remanufactured domestic manual
transmissions & new ZF units. Light- &
medium-duty differentials/axle assemblies &
transfer cases AWD & 4WD applications.
Karamatic Automotive, 702 Fordham Rd, Bala
Cynwyd, PA, 19004-2129, PH:610-668-1123,
FX:610-410-7373, kaparts@comcast.net
American & foreign new, rebuilt & good used
parts. Early to late model coverage,
rebuildable cores & rebuilt valve bodies.
King-O-Matic Industries Ltd., 955 Pantera
Dr, Mississauga, ON, L4W 2T4, CANADA,
PH:905-624-1000, TF:800-268-2368, FX:905624-4628, WEB: www.kingomatic.com,
komontsales@kingomatic.com
Full line aftermarket & OE manual
transmissions, bearing kits, components &
reman units. Transfer case & differential
reman units & parts. LuK clutches, ZF parts.
LUBEGARD by International Lubricants Inc.,

PO Box 24743, Seattle, WA, 98124-0743,
PH:206-762-5343, TF:800-333-5823, FX:206762-7989, WEB: www.lubegard.com,
ili@lubegard.com
See Our Ad : Back Cover
ManTrans LLC, 4920 Woodlane Cir,

Tallahassee, FL, 32303-6810, PH:850-2226993, TF:877-626-8726, FX:850-222-3102,
WEB: www.mantrans.com,
mantrans32303@yahoo.com
Complete line foreign & domestic rebuilt
manual transmissions & transfer cases. HP &
stock clutches, new & remanufactured
components & manual kits.
Midwest Transmission Center, 40312 County

8 Blvd, Zumbrota, MN, 55992-5058, PH:507824-2012, TF:888-824-2012, FX:507-8242487, WEB: www.midwesttrans.com,
leah@midwesttrans.com
Complete line of domestic & foreign manual
transmissions, transfer cases, differentials &
rebuilding parts. LuK clutches.
Circle No.
46
Midwest Transmission Supply (MTS), 8625 I

St, Omaha, NE, 68127-1617, PH:402-7314500, TF:800-731-4510, FX:402-731-1542,
WEB: midwesttransmission.com, mtssteve@qwest.net
Full line new, rebuilt & good used parts,
foreign & domestic.
Motive Gear, 1001 W Exchange Ave,

Chicago, IL, 60609-2531, PH:773-247-3400,
TF:800-934-2727, FX:800-256-4885, WEB:
www.motivegear.com, info@motivegear.com
Full line domestic & import manual
transmission, transfer case & differential
parts.
Motive Kits, 519 N Kentucky Ave, Oklahoma
City, OK, 73106-2622, PH:405-236-1223,
TF:800-283-5487, FX:405-236-0334,
ed@motivekits.com
Rebuilding kits for transfer cases, manual
transmissions and differentials; bearings,
seals and gaskets.
NATPRO, 5151 Heliotrope Ave, Los Angeles,
CA, 90040-2800, PH:323-562-2111, TF:800333-2330, FX:323-562-9130, WEB:
www.natpronet.com, dave@natpronet.com
New parts for GM, Ford, Chrysler, ZF, Jatco
and Aisin Warner. Rebuilt pumps &
aftermarket new parts.
17 on Reader Card
Transmission Digest
Nogalitos Gear Co., 433 New Laredo Hwy,

San Antonio, TX, 78211-1925, PH:210-9234571, TF:800-929-5103, FX:210-923-8205,
WEB: www.ngparts.com,
dennis@ngparts.com
New, reman & used parts, plus cores, for
foreign & domestic cars & trucks to 1-ton.
PD & Mfg., Inc., 871 Thornton Pkwy #165,
Thornton, CO, 80229, PH:303-288-8120,
TF:877-736-2775, FX:303-288-8140, WEB:
www.pdmusa.com, sales@pdmusa.com
Manufacturer of clutch-component sleeve kits
for manual transmissions.
PML Inc., 201 W Beach Ave, Inglewood, CA,
90302-2902, PH:310-671-4345, TF:800-3354345, FX:310-671-0858, WEB:
www.yourcovers.com, yourcovers@pmli.com
Manufacturer of aftermarket sand-cast
aluminum pans & diff covers - Dodge, Ford &
GM applications.
Portland Transmission Co., 290 Smith St,

Providence, RI, 02908-4997, PH:401-4558300, TF:800-556-6496, FX:401-455-8305
Full line of domestic & foreign manual
transmission, transfer case & differential
parts, new & used.
INTERNATIONAL
Precision International, PO Box 540, Yaphank,
NY, 11980-0540, PH:631-567-2000, TF:800872-6649, FX:631-567-2640, WEB:
www.transmissionkits.com,
sales@transmissionkits.com
Full line of transfer case kits for domestic &
foreign applications.
Randys Ring & Pinion, 10411 Airport Rd,
Everett, WA, 98204-3523, PH:425-347-1188,
TF:800-347-1188, FX:425-355-1529, WEB:
www.ringpinion.com,
ringpinion@ringpinion.com
See Our Ad Page: 45
Full line of light duty differential components,
performance and repair, including ring&
pinion sets, axles, installation kits,
positractions & lockers, small parts and
specialty tools.
Raybestos Powertrain, 964 E Market St,

Crawfordsville, IN, 47933-1943, PH:765-3644560, TF:800-729-2671, FX:765-364-4573,
WEB: www.raybestospowertrain.com,
raypt@raybestospowertrain.com
Rockland Standard Gear Inc., PO Box 13,

Sloatsburg, NY, 10974-0013, PH:845-7532005, TF:800-227-1523, FX:845-753-2330,
WEB: www.rsgear.com,
mweinberg@rsgear.com
New & reman standard transmission &
transfer case units, kits & parts. Manufacturer
of Tranzilla race & performance
transmissions, Corvette C5, C6 rear ends.
continues page 50
Portland Transmission Warehouse, 1016 SE

Hawthorne Blvd, Portland, OR, 97214-3611,
PH:503-233-4966, TF:800-444-4556, FX:503233-2642, WEB: www.portlandtrans.com,
sales@portlandtrans.com
Full line of rebuilt, OE new & aftermarket new
parts.
Power Plus Products, 6410 W 74th St,
Bedford Park, IL, 60638-6009, PH:773-7889794, FX:773-788-9758, eatonrun@aol.com
New & remanufactured driveshafts &
components for domestic & most foreign
units from 1970.
Power Train Truck & Auto Parts, 2100 Artic

Ave Unit 3, Bohemia, NY, 11716-2430,
PH:631-589-7020, TF:866-589-GEAR, FX:631589-7048, WEB: www.rearendparts.com,
sales@rearendparts.com
OE & aftermarket kits & components for rear
& front axle assemblies, limited-slip & positraction differentials.
November 2008
47
THE INFORMATION SOURCE

ATSG Videotapes With Manuals
ATSG Techtran Manuals & Update Handbooks

$18.00 each. Manuals cover assembly & disassembly,
diagnosis & troubleshooting.
Update Handbooks cover changes, parts affected by the
change, interchangeability & part numbers.
GENERAL MOTORS
125C
125C Update Handbook
200C
200-4R
325-4L
350C
400
440-T4
440-T4 Update Handbook Vol. 1
440-T4 Update Handbook Vol. 11
700-R4 (82-86)
700-R4 (87-93)
700-R4 Update Handbook
Saturn TAAT Transaxle
4T40-E Transaxle
4T60-E
4T65-E
4T65-E Update Handbook
4T80-E
4L30-E
4/5L40-E
4L60-E
4L60-E Update Handbook
4L80-E
Allison 1000/2000
6L80-E
CHRYSLER
A404-A670
A604 (41TE)
A604 (41TE) Update Handbook
A604/A606 (41TE/42LE) Diagnostic
Code Book (Also available in Spanish)
A606 (42LE)
A904/727
A500/518/618 (Hyd.Gov.)
AW4
A500SE (42RE)
AW30/80LE
42RE (Elect. Gov.)
45RFE
Ford
C6
AXOD
AOD
A4LD
A4LD Update Handbook
AODE
AXOD Update Handbook
CD4E
4F20-E
F4EAT
5R110W (New)
4F27E (available in Spanish)
ACURA/HONDA
Acura Integra Computer
Acura Integra Hydraulic
Acura Legend Computer
Acura Legend Hydraulic
Acura Vigor
Honda 4-Speed (Carb) AS AK
Honda 4-Speed (F.I.) F4
Honda M6HA/BAXA
Honda 3 Shaft PX4B.APX4/MP1A
FOREIGN (OTHER)
ZF-4HP-22 BMW
JF506E (Isuzu)
JF506E Update Handbook
JR403E (Isuzu)
ZF-4HP-18 (Jeep/Eagle, SAAB)
N4A-EL (Mazda,)
G4A-HL (Mazda,)
GF4A-EL (Mazda,)
KM-171(Mitsubishi)
KM-175 (Mitsubishi)
KM-177 (Mitsubishi)
F4A3/W4A3 (Mitsubishi)
F4A51 (Mitsubishi)
R4A51/V4A51 (Mitsubishi)
RL4FO2A (Nissan)
RL4FO3A-V (Nissan)
RE4FO2A (Nissan)
RE4FO4A/4F20E (Nissan)
RL4RO1A (Nissan)
RE4RO1A (Nissan)
TN35-TB37( SAAB)
Subaru 3-Speed
Subaru 4-Speed (4EAT)
A40 (Toyota)
A140 (Toyota)
A540-E (Toyota)
VW Passat 096
722.3.4 Mercedes
722.5 Mercedes 5-Speed
Subaru 3-Speed
Subaru 4-Speed
Domestic Check Ball (GM, Ford, Chrysler)

Import Check Ball Vol 2 (Acura, BMW, Honda, Mazda, Mitsubishi,
Spectrum, Sprint/Suzuki, SAAB, VW))
Import Check Ball Vol 3
Freewheel (Freewheel & hold direction for all one-way clutch
devices & Domestic & Imports)(available in Spanish)
Pass Book (Pressures Application Solenoids Sensors)
Pass Book Domestic (A4LD, E40D, AODE, AXODE, F4EAT,
4L80-E, 4T60-E, Cadillacs Star Cars)
Pass Book Import Vol. 2
Note: Other ATSG Manuals available upon request
Videos from ATSG with teardown, inspection and reassembly,

along with the special tools required. Includes repair manual.
Chrysler A-604 (H1TE)............................83-SGVT-19 ............$39.95
Chrysler A-500/518 .................................83-SGVT-20 ..............39.95
THM 4T60-E............................................83-SGVT-21 ..............39.95
THM 4L80-E ............................................83-SGVT-22 ..............39.95
Ford AXODE ...........................................83-SGVT-23 ..............39.95
Ford AODE..............................................83-SGVT-24 ..............39.95
Ford E4OD ..............................................83-SGVT-25 ..............39.95
ATSG CD-ROM Discs
1.
2.
3.
4.
ATSG CD-ROM Discs $395.00 Ea.

Over 50 ATSGs Domestic (#1) or Import (#2) Techtran
Manuals Including many that are now out of print.
Domestic Manual CD or
Import Manual CD
Bulletin CD. All ATSG Bulletins since 1985
Seminar Manual CD. All Seminar Manuals since 1987
ATSG Cutaway Posters

Color Cutaway Posters 18x24 $30.00 Ea.
4R100
5R55N
Allison 1000/2000
45RFE
A500
42RLE
4F27E
5R110W
5R55S
AX4N
4L60-E
4L80-E
4T40-E
4T60-E
4T65-E
4T80-E
5L40-E
400
ZF 5-HP-19
Mitsubishi F4A51
ATSG Manuals on Mini CD-ROM

THM 180C
Ford C3 SUP
Ford C5
Chrysler A999-A904
BW 65-66
L3N71B
L4N71B
MB1-MJ3
Mazda KF100/F3A
Subaru Justy
Toyota A55
Toyota A130
Toyota A240
Toyota A340E/H
Toyota A440F
003-010 Series (Audi/Volkswagen)
Transfer Case 1350
Nissan RL3FO1A
Transfer Case 1354

Transfer Case 203-205
Transfer Case 231-241
Transfer Case Jeep 229/242
Toyota A340 Transmission
Transfer Case Toyota 340
Honda 4 Spd. Computer K4
Acura Leg. 91 Comp. MPYA
Honda Civic 3 Shaft M24A
Honda 2 Speed
Honda 3 Speed
Honda 3 Shaft
Geo JF403E
Import Checkball Book
Import Pass Book
G4A-EL (Mazda,)
MX17 (Elect.3-spd) (Sprint/Suzuki)
$20.00 each
FORD REFERENCE MANUAL
Compiled by Ford Motor Company Service Engineers covering disassembly,
theory, diagnosis, tools & hydraulic fluid circuits with hydraulics & mechanical
powerflow - all in heavy vinyl binders.
5R55W/S&N (2002-2003) ..................PTB 202..........$100.00

4F50N (2000-2004)............................PTB 402 .........$100.00
AX4N (1994-1999) .............................PTB 407..........$100.00
TorqShift 5R110W 03-05 ..................PTB502 ..........$100.00
6R60 ..................................................PTB 601..........$100.00
AXODE/AX4S (1991-1999) ...............PTB 605..........$100.00
AODE/4R7OW (1992-1996) ..............PTB 606..........$100.00
E4OD (1994-1998).............................PTB 802..........$100.00
4R100 (1999-2000)............................PTB 904..........$100.00
4R/5RE (1995-2001)..........................PTB 905..........$100.00
Powertrain Product Guides ..............POB 501A ..........$10.00
2002 Transmission Update Video Package
Includes 66-minute video, booklet, fluid usage chart & diagnosis
chart. Latest tips on diagnosis & repair ......PTB 205 ...............$30.00
THE INFORMATION SOURCE

Technical Updates
Management Training
FROM M D PUBLICATIONS, INC.

Transmission Tech/Talk....................$89.00 ............TTT-12
What to Say & How to Say It by Sid Hurlbert

(Now available on DVD for same low price)
Transmission Tech/Talk monthly newsletter

with complaints, causes and corrections. Binder included.
Part 1: Putting Into People What You Want Back

VHS Video Tape............$48.77
Audiocassette Tape or CD Set............$37.77
Note: Transmission Tech/Talk is NOT subject to shipping charges.
Part 2: Empathy, Enthusiasm & Commendation
From Automotive Video Inc.

Available on VHS Video Tape or DVD
Making the Most of Your Snap-on MODIS System

with instructor Ron Bilyeu
75 minutes instruction, 2 videos & manual $150.00 ............LBT-82
VHS Video Tape............$48.77

Audiocassette Tape or CD Set............$37.77
Both of the Above Videos (Parts 1&2)
DVD or 2 VHS Tapes............$99.77
Both of the Above Audio Sets (Parts 1&2)4 Cassettes or CD Set ...........$43.77
Telephone & Face-to-Face Communication Skills

Book............$24.77
Audiocassette Tape or CD............$34.77
Both Book & Audiocassette or CD............$55.77
Mastering the Mastertech (the Vetronix MTS 3100)

2 hrs instruction, 2 videos & manual $125.00......................LBT-74
Getting Technical with your Tech 2

Tech 2 functions, hot keys, menus and more. Reprogramming,
proper protocol.
2.75 hrs. instruction, manual
$125.00 .................LBT-84/85
Taking Advantage of Your Graphing Multi-Meter

2 hrs. plus of A to Z instruction by Ron Bilyeu on
Snap-on Vantage 4.0 graphing meter
2 videotapes
$100.00 ....................LBT-66
Bundled Package
Both Videos (specify DVD or VHS), All Audios (specify Cassette or CD)
& Phone Workbook .........................................................................$179.77
Sids Message Pads
Package of 40 Pads............$24.77
From Automotive Video Inc.

Available on VHS Video Tape or DVD
Marketing for the Independent Repair Facility
Computer Engine Data Testing

Over 2 hrs. Instruction by Ron Bilyeu on how to make
the most of your Snap-on MT2500 Scanner
3 videotapes & manual
$124.95 ......................LBT-59
Mercedes 722.6 Transmission

(1996-2003 4/6/8/12 Cylinder & Diesel) with instructor Wayne
Colonna, President, ATSG
1 hr. video & 72 page manual
$125.00 ......................LBT 78
ATSGs Insights
52 case studies of troubleshooting powertrain problems, right off
the ATSG tech line.
2 hrs. instruction, manual
$150.00 ...................LBT-106
Please fill in order form and MAIL TO:

Transmission Digest
P.O. Box 2210
Springfield, MO 65801-2210
Allow 4-6 weeks for delivery.
800-274-7890 Fax: 417-866-2781
Increase your shops sales with sound, practical marketing strategies.

3.25 hrs. instruction
$150.00 ....................LBT-125
Survival Skills for the Service Advisor

George Witt, AMI-approved instructor, will help you gain excellent people
skills and selling skills to maximize profits.
13/4 hr. video, 1 manual, forms to customize

$125.00 ....................LBT-108
Becoming the Manager Everyone Wants to Work For

George Witt, AMI-approved instructor, will show you how to
implement a system that allows your employees to succeed.
11/4 hr. video, 2 manuals, essential forms to customize
$100.00 ....................LBT-109
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Total Material
Missouri Residents,
Add 6.85% Sales Tax
Shipping Charge U.S. Subtotal

$20.00 or less
20.01 - 40.00
40.01 - 60.00
60.01 - 80.00
80.01 -100.00
100.01 -120.00
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continued from page 47
Schaeffler Group USA Inc., 5370 Wegman Dr,

Valley City, OH, 44280-9700, PH:330-2734383, TF:800-274-5001, FX:330-273-3522,
WEB: www.lukclutch.com,
info@lukclutch.com
See Our Ad Page: 9
Extensive coverage manufacturer of LuK
RepSet clutch replacement sets & LuK Pro
Gold Performance high-performance clutches,
dual-mass flywheels, hydraulic cylinders
Smart Blend Synthetics By Life Automotive,
6727 Theall Rd Ste B, Houston, TX, 770661215, PH:281-631-9099, TF:888-422-9099,
FX:281-631-0460, WEB:
www.smartblend.com, smartblend@aol.com
See Our Ad Page: 41
Manufacturer of Smart Blend Gear Fluid
Supplement synthetic gear fluid for manual
transmission applications & limited-slip
differential supplement.
Southern Gear Co. Inc., 4369 W Atlanta Rd

SE, Smyrna, GA, 30080-6511, PH:770-4351461, TF:800-289-7432, FX:770-438-7207,
WEB: www.southerngear.com,
jrhsgc@aol.com
Complete line of used and new parts for
manual transmissions, transfer cases and
differentials. Remanufactured and new manual
transmissions and transfer cases. Light,
medium or heavy duty.
TPS Transmission Parts, PO Box 7589,
Texarkana, TX, 75505-7589, PH:903-7921354, TF:800-527-8782, FX:903-792-1052,
WEB: www.tpsautoparts.com,
sales@tpsautoparts.com
Full line of domestic & import parts, new,
reman or used.
Transmission Exchange Co., 1803 NE Ml King

Blvd, Portland, OR, 97212-3926, PH:503-2840768, TF:800-776-1191, FX:503-280-1655,
WEB: www.txchange.com,
mail@txchange.com
New, used & rebuilt parts for car & truck
applications.
Transmission Remanufacturing Company
(TRC), PO Box 1088, Kent, WA, 98035-1088,
PH:253-872-8200, TF:800-336-5525, FX:253867-1611, WEB: www.trctrans.com,
sales@trctrans.com
Full coverage of remanufactured manual
transmissions & transfer cases.
Transtar Industries Inc., 7350 Young Dr,

Cleveland, OH, 44146-5390, PH:440-2325100, TF:800-359-3339, FX:440-232-0632,
WEB: www.transtarindustries.com,
infodesk@transtarindustries.com
See Our Ad Page: 5
OEM & RECON aftermarket new plus
remanufactured hard parts of any application.
Manual Transmission
Spotlight
Whatever It Takes
LUBEGARD/Dr. Tranny
Whatever It Takes Transmission Parts (WIT) offers a full line of standard

transmissions. Most popular units are in stock for immediate availability. WIT Prides
itself on the fact that every Standard Transmission built is completely Dyno-Tested and
comes with a 12 Month/Unlimited
Mileage Warranty against defective
parts & workmanship. Whatever It
Takes can also supply you with
Rebuild kits, individual components
and new clutch kits, & offers a full line
of new and used standard parts for all
your Standard Transmission needs.
Using LUBEGARD and Dr. Tranny rebuilding essential products will ensure a quality
rebuild and reduce comebacks with your standard transmission business! LUBEGARD
Limited Slip Supplement universally works in all makes and models with limited-slip
differentials. It also helps to eliminate differential chatter and
extend clutch pack & equipment life. Lubegard Gear Fluid
Supplement is for use in all manual transmissions and
transaxles as well as final drives that require gear fluid. It
improves the heat transfer, improving fluid quality and life.
In addition it reduces friction and wear on gears and bearings,
ensuring a proper smooth shift. For your Free catalog:
www.lubegard.com, 800-333-5823(LUBE) or circle below.
Circle No.
50
61 on Reader Card
Circle No.
62 on Reader Card
Transmission Digest
United Tranz Core, 4400 Homerlee Ave, East

Chicago, IN, 46312-2679, PH:219-378-8800,
TF:866-244-7278, FX:219-378-8803, WEB:
www.unitedtranzcore.com
Manual transmissions, transfer cases & front
differentials.
Wade Transmission & Gear Co., 2222 Sylvan

Ave, Dallas, TX, 75208-1895, PH:214-7474868, TF:800-228-6704, FX:214-745-8947,
WEB: www.wadetransmission.com,
wadetransmission@sbcglobal.net
Full line kits & components for manual
transmissions, transfer cases & differentials.
Weller Auto/Truck Parts Inc., 2525 Chicago Dr
SW, Grand Rapids, MI, 49519-1602, PH:616538-5000, TF:800-822-2375, FX:616-5384159, WEB: www.partsbyweller.com,
dolin@partsbyweller.com
Full line of domestic manual transmission &
transfer case parts & front & rear axle
components. Reman & used transfer cases,
differentials & transmissions.
Valley Gear & Transmission Inc., 1543 Rainier

Ave S, Seattle, WA, 98144-3537, PH:206-3295353, TF:800-874-4408, FX:206-329-5278,
WEB: www.valleygear.us, valleygear@aol.com
Rebuilt, aftermarket new and OE new
differentials, transfer cases and standard
transmissions. New OE parts for antique
applications.
West Coast Standards, 255 Jason Ct, Corona,

CA, 92879-6199, PH:951-520-1085, TF:866571-GEAR, FX:951-520-9251, WEB:
www.westcoaststandards@yahoo.com
Foreign & domestic, new, used & rebuilt
units, parts & kits for standard transmissions,
transfer cases & differentials.
Whatever It Takes Inc.(WIT), PO Box 547,

Hillview, KY, 40129-0547, PH:502-955-6035,
TF:800-940-0197, FX:502-955-6077, WEB:
www.wittrans.com, sales@wittrans.com
See Our Ad Page: 51
Full-line distributor of new, used &
remanufactured hard parts. Import &
domestic applications.
Worldwide Transmission Group Inc., 585
Executive Dr, Willowbrook, IL, 60527-5601,
PH:847-550-8152, TF:800-822-1436, FX:630986-8211, WEB:
www.worldwidetransmissions.com,
hardparts@worldwidetransmissions.com
Foreign & domestic parts for transmissions &
transfer cases. Most late models & hard to
find parts.
TD
Transmission Digest
Binders...
keep valuable information
at your fingertips.
Each sturdy binder will hold 12 issues of
Transmission Digest for quick reference.
Order yours today!
$14.95 each
Send check or money order to

Transmission Digest Binder
PO Box 2210
Springfield MO 65801-2210
Call 800-274-7890 for Visa or
MasterCard purchases.
Circle No.
November 2008
21 on Reader Card
51
Fuel-Saving Torque Converter
Nissan Titan Deep Pan
The patented Power Lock Fuel Saver Torque Converter,

new from Extend-A-Life Transmission Systems, reduces
slippage by almost 50%, significantly increasing fuel
economy, according
to the company. The
converter is available for 1985-2006
Ford and GM rearwheel-drive passenger cars and
1987-2006 Dodge,
Ford and GM trucks.
By reducing slippage, it reduces internal temperatures
and increases transCircle No. 101 on Reader Card
mission life.
PML has introduced an extra-capacity deep aluminum

pan for Nissan RE5-R05A transmissions used in Titan
trucks and Armada SUVs. The pans additional 3.5 quarts
of oil capacity, raised fins on the outside and cast-in baffles on the inside of the pan help keep oil cool. A cast-in
boss can be drilled and tapped for a temperature sensor.
The pan has
3 -inch-thick walls
16
to add strength to
the transmission
case, a 38-inch-thick
gasket flange for a
secure seal and a
magnetic drain plug
for easier, lessmessy maintenance,
the company said.
AW55-50 O-Ringed End-Plug Kit
Overhaul Kits for JATCO CVTs
The Sonnax O-Ringed End Plug Kit, 59947-21K, corrects common complaints of engagement delays, upshift
flares or low pressure in the AW55-50. Valve and spring
action against end plugs results in wear and circuit leakage, causing the complaints. Each kit contains the plugs
and O-rings required to service five different bores in
which plug wear
is common. No
special tool is
required. The kit
also allows the
flexibility to
repair other worn
bores using
11mm or 9mm
end plugs, the
company said.
Corteco has introduced two TransTec overhaul kits for

JATCO-designed continuously variable transmissions. Kit
number 2507 covers the Nissan RE0F09A/B CVT (JATCO
JF010E) used in 2003-up Nissan Murano and 2007-up
Altima and Maxima models with the 3.5L V-6 engine, the
company said. Kit number 2513 covers the F1C1 CVT
used in Mitsubishi Colt, Colt Plus and Lancer models.
52
RE0F09A/B
F1C1
Transmission Digest
4F27E/FN4A-EL/J39A Shift Correction Package
Waste-Oil Shop Heaters
The K4F27E Shift Correction Package from Superior

Transmission Parts helps eliminate or correct low line
pressure, soft shifts and flares, premature band failure due
to leaking accumulator pistons, and code P0741 excessive TCC slippage, the company said. Newly designed 1-2
and neutral/drive accumulator pistons with dual sealing
rings seal and stop pressure bypass through worn-out accumulator bores. The kit includes a patent-pending
Accumulator Buddy brush to polish and remove surface
scratches, allowing sealing rings to seal properly inside bores, and a
new, stronger solenoid
pressure-regulator valve
spring, replacing the
often-broken stock
spring.
Reznor has added two 250,000-BTU models to its line

of waste-oil shop heaters. RA-250 is a standard unit
space heater, and RAD-250 is a ductable furnace, designed for ducting heat to wherever it is needed. The new
chamber design is efficient and accessible, offering extended run time between clean-outs, the company said.
Both models are user-friendly and easy, quick and inexpensive to maintain.
Both units can be
suspended from the
ceiling or supported
above the Reznor
Workbench Fuel
Tank, forming a
practical and convenient waste-oil
recycling center.
A727/ A518/A618 Billet Combo Kit
High-Performance Ford 4R70W
The new TCS Products Billet Combo Kit contains five

essential components for the TF727, A518 and A618
transmissions used for towing, sled pulling or drag racing, according to the company. Contents include the zeroleakage dual-ring servo and accumulator piston, the
heavy-duty
quick-ratio 4.2
band lever, the
unbendable
heavy-duty
band strut and
TCSs newest
part, the billet
band anchor
for positive
band adjustCircle No. 106 on Reader Card
ment.
new StreetFighter transmission for 96-04

Ford Mustangs features more-durable internal components and more-positive performance shifting, according
to the company. Available in versions for both 96-97 and
98-04 4.6-/5.4-liter Mustangs and compatible up to 450
horsepower, the transmissions incorporate TCIs TransScat valve body for firmer, more-positive and more-immediate shift control. They include high-performance
clutches and steels not
found in other brands
of aftermarket performance transmissions. In
addition, theres an
overdrive band to increase durability and
extend the transmisCircle No. 109 on Reader Card
sions overall life.
Modular Workstation System
Fixture for ZF 6-Speeds
SHURETECH
Shure Manufacturing Corp.s

Bench
System is a modular and versatile system that can meet
the workbench and tool-storage requirements for any
shop environment, the company said. Various pre-configured workstations are available in double-bay (16-foot
length) or single-bay (8-foot length) configurations.
Customers also can customize their workstations by selecting individual components and adding matching shop
equipment
available
from
Shure.
November 2008
TCIs
The ZF 6 Speed Fixture from Portland Transmission

Co. makes removal, rebuilding and reinstallation of the
ZF S6-650 transmission for Ford and GM trucks easier
and saves hours of time, the
company said. The fixtures
mounting bracket can be fitted to
any workbench or transmission
jack to make handling the
230-pound transmission safer and
less stressful for technicians.
Circle No. 110 on

Reader Card
53
Industry
News
General Motors Considering

Sale of ACDelco Parts Business
General Motors said it is exploring a potential sale
of ACDelco, its global independent aftermarket parts
business that is part of GM Service & Parts
Operations. A sale is expected to promote more-rapid
growth of ACDelco globally, according to GM.
As the company announced in July, GM is pursuing a number of initiatives to bolster its liquidity position by about $15 billion through year-end 2009,
including the sale of assets expected to generate about
$2 billion to $4 billion of liquidity. In addition to the
ACDelco business, GM previously announced that it
was exploring the potential sale of its Hummer brand
and its technical and manufacturing center in
Strasbourg, France.
ACDelco provides light-duty maintenance and repair parts and associated services for both GM and
non-GM vehicles in more than 100 countries. A brand
of GM Service & Parts Operations, ACDelco has its
headquarters in Grand Blanc, Mich., with about 600
employees worldwide.
GM has retained Merrill Lynch to assist in the
search for a buyer.
New BMW M3s 7-Speed Uses

BorgWarner Dual-Clutch Module
BorgWarner will supply its DualTronic clutch
module for the seven-speed M DCT (double-clutchtransmission) Drivelogic in the BMW M3, recently
launched in Europe,
the United States and
other markets worldwide.
BorgWarners
dual-clutch technology enables fast shifts
and powerful
launches, providing
the precise response
and lightning acceleration BMW drivers crave, said
Bernd Matthes, president and general manager of
BorgWarner Transmission Systems. Add the bonus
of better fuel economy, and this automatic transmission creates a truly exciting and dynamic driving experience.
BMWs M DCT Drivelogic, developed and manufactured by Getrag, is the first dual-clutch transmission designed for conventional rear-wheel-drive
54
inline vehicle configurations and was developed to

match BMWs highest-performance vehicles. The
same transmission will be used in other BMW 3-series
vehicles in the future.
The M DCT Drivelogic can handle engine torque
up to 600 Nm and engine speed up to 9,000 rpm. It offers potential fuel-economy gains of 4%-10% compared with a traditional automatic transmission,
according to BorgWarner.
Ford, Chrysler, GM Collaborate

to Service the Aftermarket
The service and parts divisions of Ford Motor Co.,
Chrysler LLC and General Motors have established a
single nationwide toll-free number to support sales
and service of aftermarket powertrain assemblies to
independent repair facilities.
By calling The Power Line at 866-OE-PARTS (866637-2787), independent repair facilities can speak
with factory-trained technicians and receive powertrain technical support and assistance. The service
also will provide warranty assistance and sales support for genuine Ford, Mopar and GM gas and diesel
engines and transmissions.
George Weber, Fords group product-marketing
and remanufacturing manager, said, We designed
the Power Line to make it easier for fleets and independent repair facilities to purchase OE Powertrain
assemblies and take advantage of the many benefits.
Those benefits, according to Weber, are quality, a
no-hassle core-return policy, a nationwide threeyear/100,000-mile parts-and-labor warranty on transmissions and gas engines, and same-day or next-day
delivery.
Scott Barone, senior manager of the wholesale
channel at Chrysler LLC, said, We want to make it
easier for independent repair facilities to service their
customers the vehicle owners by offering one tollfree number to call.
Working collaboratively to establish a toll-free
hotline for GM, Chrysler and Ford OE powertrains is
an important step for the Detroit three, said Michael
R. Durkin, director of the powertrain business line for
General Motors Service and Parts Operations. We
are leveraging our resources to be more competitive
and making it easier for independent repair facilities,
who service multiple vehicle makes and models, to do
business with each of us by calling one number. Its a
win-win for the independents and the OEs.
The Power Line will be open 8 a.m.-8 p.m. EDT for
Transmission Digest
powertrain-assembly sales, technical support and

warranty assistance covering Chrysler, Jeep, Dodge,
Plymouth, Chevrolet, Buick, Pontiac, Oldsmobile,
GMC, Hummer, Cadillac, Ford, Lincoln and Mercury
vehicles.
Snap-on Diagnostics Adds Videos

to Online Tech Programming
Snap-on Diagnostics has added several new videos
to Snap-on TV, its 24/7 on-demand tech programming, which is featured on the Web site
diagnostics.snapon.com. Visitors to the site can watch
Snap-on TV by clicking on the Tech Central link to
open the viewing page.
The videos on Snap-on TV allow automotive technicians to stay up to date on training and the newest
products and software available in our diagnostics
line, said Mark Schaefer, director of marketing.
Snap-on
TV includes
overviews of
the companys
hand-held diagnostic tools
and features
video on the
latest software
bundle and
training segments on the
tools.
AMI Creates New Web Site

for Training on Demand
The Automotive Management Institute (AMI),
which provides management education tailored to the
automotive-service and repair industry, has launched
a training-on-demand Web site that will feature interactive online seminars, pre-recorded archived classes,
DVD-quality video downloads and other training resources.
The new site, www.amieducationonline.com, at
first will offer monthly Web seminars on topics including sales and marketing, customer service, telephone skills and employee management.
Students can register for upcoming live, interactive
online seminars or take advantage of previously offered sessions in the on-demand archive. Participants
November 2008
in the 60-minute Web seminars will earn two credits

toward the organizations Accredited Automotive
Manager (AAM) designation.
Shop owners and managers should be aware that
business as usual and minor improvements are not
going to set their business apart in the future, said
George Witt, AAM, chairman of the AMI board of
trustees. In fact, change in the business environment
comes faster and faster with each passing year.
Businesses that become complacent will quickly find
their customers being targeted by more-innovative
competitors.
AMI, a not-for-profit organization, was established
to answer the demand for continuing education tailored specifically for the business needs of the automotive-service industry.
2009 Mitsubishi Lancer Evolution

Uses New GKN Driveline Components
GKN Driveline Torque Technology will supply
key driveline components, including an upgraded
power transfer unit (PTU), for the new 2009
Mitsubishi Lancer Evolution RS.
Known as the Active Center Differential, the
PTU provides greater torque capacity to the high-end
version of the Evolution. Equipped with an enhanced
multi-plate limited-slip differential with active yaw
control, the car
achieves 311 lb.ft. (422 Nm) of
torque at 3,500
rpm or, for
European Union
specifications,
270 lb.-ft. (366
Nm) at 3,500
rpm.
For the 2009
Lancer Evolution, Mitsubishi Motors wanted to significantly improve the cars drive and handling dynamics with an advanced, cutting-edge driveline
system, said Graeme Walford, managing director of
GKN Driveline Torque Technology. The PTU featured on the Lancer Evolution enables increased
power and torque, while fitting within the same
package size as the previous model.
GKNs high-performance PTU can handle more
than 590 lb.-ft. of torque. TD
55
Join us on
Thursday,
March 26 th
for a rare
opportunity.
Jasper Engines and

Transmissions will open its
doors to host Showpower 09.
Deluxe motor coaches are
provided for the 45-minute
drive north from Louisville.
Inside the plant well watch
one of the worlds largest
remanufacturers at work
remanufacturing transmissions. JASPER tour guides
will be pointing out quality
assurance processes and
areas where the Jasper
Production System has
found ways to save time
and be more efficient at
remanufacturing.
Upon our return to
Louisville JASPERs Training
Department caps off the
day with a classroom
seminar presentation
designed to train technicians
and managers on selling,
testing and installing these
remanufactured units.
Circle No.
100 on Reader Card
MARKETPLACE
Performance
Performance
Parts
PerformanceTransmissions
New & Used Transmission Hard Parts

Soft Parts Rebuilt Torque Converters
Rebuilt units with converters
We Buy Transmission Cores
and Scrap Aluminum
Tampa Miami Orlando
1.877.242.TRAN (8726)
Performance Transmissions,
Converters and Components for
Every Application Audi to ZF
Visit us on the web: www.ipttrans.com
1.866.828.7267
or 973.238.0079 (outside the Cont. US)
Parts
4810 NW 74 Ave
Miami FL 33166
305-499-9789-off
305-499-9670-fax
Home of The Monster 4L60E Sunshell.

Automatic Transmission Steel Plate
Manufacturer
Automatic Transmission Hard Parts
Manufacturer
Distributors of M/C seals, Pump Gears,
Solenoids, Bands and Hard Parts.
Offices in Miami, Shanghai and Taiwan
Visit us at
Full line of quality hard parts

Reman valve bodies
Soft parts
Torque converters
Specializing in hard-to-find parts
State-of-the-art machine shop!
WE WELCOME RETAIL AND WHOLESALE
888-782-0901
www.automatickings.com
E-mail:sales@automatickings.com
www.gfxcorp.com
Pat. #6,192,567
SERVO BORE
REPAIR KITse,
Save the caaske

stop the le
5R55W/S/N, AODE/4R70W, AOD

A4LD/E, CD4E, AX4S/N O.D. & int.
F4, 4F27, 4L30E rear case
4L60, 4L80, 4T60 - fwd, 4T60 - rev
NORTHLAND TRANSMISSION INC.
715-458-2617 M www.servobore.com
November 2008
57
MARKETPLACE
Parts
HYDRAMATIC
POWER GLIDE
DYNAFLOW
JETAWAY
ROTO
FM 2
Etc.
Parts
WE HAVE WHAT YOU NEED
FOREIGN & DOMESTIC

Standard Transmissions
Transfer Cases
New & Used Parts
Rebuilt Units
*ONE CALL DOES IT ALL*
Parts
WANTED : PUMP & DRUM CORES
350 NLU & L/U, 400 6 & 8 BOLT, C-6, C-4, 727
Greg Sajenko Operations Manager
Reman Industries, Inc.
Direct: 847-709-6808
Main: 847-228-8787
Fax:
847-228-8799
gsajenko@remanindustries.com
Z 5/':,'(
XFDBSSZQBSUTGPS
PWFSEJGGFSFOUVOJUT
JOTUPDLBUBMMUJNFT
CALL
TRANSMISSION PARTS
1-800-524-0485
P.O. Box 635, Pine Brook, NJ 07055
www.fatsco.com
E-mail: fatsco@verizon.net
BRIAN OR ALBERT
866-571-GEAR
4 3 2 7
KWWSZRUOGZLGHWUDQVPLVVLRQVFRP
U.S. Mfg. From 1946 to Date Automatic Car and Light Truck
3
7
#
.
+
6
;

YKVJEQTGGZEJCPIG
[GCTYCTTCPV[

VWDQGDUG DXWRPDWLFKDUGSDUWV
K\EULG HOHFWULF
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IRUHLJQ GRPHVWLFDSSOLFDWLRQV
UHEXLOWWUDQVIHUFDVH WUDQVPLVVLRQ
FDUVWRWRQWUXFNV
-BLF;VSJDI JM8JMMPXCSPPL JM
QI
GBY
ZF TRANSMISSIONS
O.E.M. PARTS
OEM KITS, HARD PARTS, FLUIDS.
AUDI-BMW-JAGUAR-LAND ROVER-PORSCHE-SAAB-VW AND OTHERS.
THE RIGHT PARTS-FIRST TIME-EVERY TIME-ON TIME.
TbR TRANSMISSION PARTS
Authorized ZF Parts Distributor For Passenger Cars

Automatic Transmission Parts
Toll Free (USA) 1-866-351-0726

GEORGIA 1-404-351-0726
FAX 1-404-355-0042
HARD PARTS FOR Domestic and Foreign

AUTOMATIC TRANSMISSIONS
TORQUE CONVERTERS
WE HAVE OVER 500,000 PARTS IN STOCK
CALL 602-971-0477
getithardparts.com WE SHIP UPS DAILY

Phoenix Arizona
58
All Foreign and Domestic Hard Parts
WHOLESALE!
We now carry a
complete line of
soft parts, electrical
and torque converters
WE STOCK OVER
1 MILLION PARTS
Toll Free: 1-888-440-8726
Toll Free: 1-888-356-0200
Fax: 1-973-465-8649
www.qualitytranspartsinc.com
Transmission Digest
MARKETPLACE
Parts
AUTOMATIC HARD PARTS WAREHOUSE
Parts
Parts
Imports Domestic European

Se habla
Espaol
1.877.888.5160
LOCAL 614.444.5160
FAX 614.444.5165
WWW.TRANSMISSIONHARDPARTS.COM
COLUMBUS, OH
WE STRIP 350+TRANSMISSIONS A DAY
1UALITY 'EAR SUPPLIES

COMPONENTS FOR $IFFERENTIALS
4RANSMISSIONS 4RANSFER #ASES
3TEERING AND $RIVELINES
/UR WIDE SELECTION OF
PERFORMANCE PARTS UNITS IS
THE BEST IN THE MARKET
stedave@earthlink.net
www.stecouplers.com
Products,
Service,
Business for
Sale?
Call Mike Anderson
at 1-800-274-7890
for Your
Ad Placement
November 2008
59
MARKETPLACE
Tools & Equipment
Tools & Equipment
Remanufactured Units
TCRS Torque Converter Rebuilding System

Auto-Align Welder, Balancer and Leak Tester.
Also includes Cut-Open Lathe and inventory of
parts. $30,000.
Ask for John, 815-337-1081
For Sale Axi-Line 87000-GE
Transmission Test Stand.
2.8 GM engine, Eddy loading system. Adapts to
most domestic/foreign RWD & transverse FWD.
Includes adaptors to test 4L60-4L60E-AODE
transmissions. Units have had very little use and
are in new condition.
Reply to Box 11A, Transmission Digest, PO Box
2210, Springfield, MO 65801-2210.
Parts
Specializing in all Domestic &

Foreign manual front wheel drive
transaxles & rear wheel drive
transmissions.
All are Dyno-tested & have a
12 month unlimited mileage,
nationwide warranty.
We have new & good used

manual transmission &
transfer case parts.
CALL
TEMCO FIRST
DONT FALL FOR CHEAP IMPORTS OR
IMITATIONS
AWESO
ME
NEW
WEB SI
TE!
HEATED COOLER
LINE FLUSHER
TRANSMISSION
DYNO/CV TESTER
PH: 877-626-8726
Fax: 850-222-3102
www.mantrans.com
2 WAREHOUSES TO SERVE YOU!

#1 Quality Reman Manual
Transmission Units & Transfer Cases
12
12 Month
Month Warranty
Warranty
All washers are not

created equal!!
Let us show you the TEMCO
400 Remans
80-100 New
In Stock
differe
Customer service is our top nce!

prior
Grainger replacement parts ity!
.
Its Back! 0% Financing.
800-725-6499
ph. (417) 725-6400 fax (417) 725-3577
www.g-tec.com
Hurry Offer Limited.
ALL STAR STANDARD TRANSMISSION

Tampa, FL 33614
1-877-884-8553
BLUEGRASS STICKSHIFT
Versailles, KY 1-859-879-6243
smissions Axi-Line dyno-tested

Tran
MADE IN USA
TEMCO est. 1978
1-800-245-1869
19
Since
www.washparts.com
OVER 1000 TRANSMISSIONS

IN STOCK READY TO SHIP
WHY PAY MORE
Very Affordable Automatic

transmission Fluid
Exchanger
Built-In Drain-Pan function
for Optional Filter Change
Built-in Optional De-Sludge
Process for Added Sales
Very Easy to Use
Complete Set With Adapters
List: Only $2,675.00
POWER CLEAN 2000 INC.

(Since 1991)
Phone: 323-235-2000 or 800-816-1688

Fax: 323-235-6259
info@powerclean2000.com
Distributors/Agents Sought
60
81
Supply automatics, standards, transfer

cases, torque converters, & hard parts
for all years, makes, and models,
foreign and domestic
Heavy Duty applications for towing or industrial use
Nationwide warranty; Lifetime/extended available
CALL MIKE ANDERSON

AT 1-800-274-7890
FOR AD PLACEMENT
All factory updates incorporated into our transmissions

Toll-free Technical Support
Ship nationwide & international
TOLL FREE: 800.336.5525

WWW.TRCTRANS.COM
Transmission Digest
MARKETPLACE
SOUTHERN GEAR CO.
THE STANDARD TRANSMISSION PROFESSIONALS
Specializing in Standard Transmissions (3,4,5,&6 Speed)

Differentials-Foreign & Domestic new and rebuilt units
Transfer cases Ring and pinion gear sets
Bearing kits Complete line of new and used gears
(800)289-7432, (800)840-6940 or(800)882-4327
We Add Years
to Your Gears
We Specialize in
Domestic, European,
Asian, Heavy Duty and
Performance
Transmissions.
fax-770-438-7207
WE DO CUSTOM REBUILDING!!
For Technical Assistance call either location

for fast and friendly expert advice.
OVER 5,000 NEW AND
REMAN UNITS IN STOCK!!!!
We are also proud to announce that we are one of the
worlds largest suppliers, with inventory supplies
dating back to the early 1900s.
www.southerngear.com
E-mail: southerngear1@aol.com
AUTHORIZED
ZF DISTRIBUTOR!
Domestic Warranty
2YR/24,000 mileage
warranty.
European and Asian

2YR/Unlimited mileage
warranty.
, Used,
We carry Newtured
Remanufac Parts.
&
Transmissions
Call us today
if you have any
problems with your
Transmission, Transfer
Case or Engine.
ERIKSSON INDUSTRIES
1-800-388-4418
Authorized
Parts Distributor
Remanufactured Units DYNO TESTED
I 1 YEAR UNLIMITED MILE WTY I
I Hard Parts: NEW / USED / REMANUFACTURED I
Call: 616.748.5735
or 616.748.5736
www.autosportsunlimited.com
contact:melissa@autosportsunlimited.com
November 2008
Soft Parts / Friction Kits / Steel Kits / Repair Manuals

I Lifetime Fluids / Rebuild Kits / Valvebody Kits I
1-800-388-4418
Fax: (860) 395-0047
www.erikssonindustries.com
61
MARKETPLACE
Torque Converters
1((' 48$/,7<
48$/,7<
1(('
&219(57(56"
&219(57(56"
Torque Converters
Affordable new equipment.
1) Gisholt Turret lathe with new converter
splitting tooling.
1) Torque converter welders,
instruction video available.
1) Hub welder.
1) Leak tester.
1) Converter indicating turntable.
Call 256-381-0167.
Valve Bodies
Valve Bodies
Central Valve Bodies
Built Tested In Stock
Sonnax Updates 100% Guaranteed
Call Today Ship Today
1-877-341-0266
Free catalog and free shipping with first order
www.centralvalvebodies.com
REAM MAN VALVE BODIES

877-337-4681
REDUCE COMEBACKS!
INCREASE PROFITS!
2YHUKDXO 6\VWHP
6\VWHP
2YHUKDXO
&DOO XV
XV

&DOO
ZZZDWLUDFLQJFRP
ZZZDWLUDFLQJFRP
SUPPLYING THE HIGHEST QUALITY

CONVERTERS FOR OVER 20 YEARS
Quality
is
Priceless
%Domestic %Industrial
%Foreign %High-Performance
MPLS, MN 800-262-2063
GARY, SD 800-658-3021
GNATIONWIDE SHIPPING
TO YOUR FRONT DOOR
READY TO BOLT ON.
GComplete Remanufactured
& Tested, Sonnax Updates.
G1 Year Warranty GTech Support
www.reamman.com
www.reamman.com
Support
TRNW Transmission Rebuilders Network
Worldwide. Get technical assistance from a very
knowledgeable group of transmission technicians.
Website features: Fix database, tech tips, TSBs,
four e-mail forums and more! www.trnw.net.
Tod Chretien, 209-551-0599, tod@trnw.net
Businesses for Sale

Complete high performance
torque converter shop for sale.
Welders, lathes, cleaning machine, heavy-duty
steel benches, shelving cones, parts stock, leakpressure tester bench and hand grinders, drill
press, milling machine, tool boxes. Call for photos,
pricing and machine description. 203-483-9508
Central Orange County. New Yorks most

premier transmission shop for sale. New
equipment. Well established, great location &
reputation. Balanced wholesale and retail. Owner
retiring. Priced for quick sale.
Call anytime, 845-313-4715.
Software
R.O. Writer Software
Used by 100s of transmission shops across the
country. Prepackaged labor operations, interface to
Mitchell or AllData. www.advance-soft.com or call
860-429-3721.
SuperFRED powered by Management

Feedback Systems, Inc.
Easy to use automotive shop management
software. MFS has provided management software
for over 24 years to automotive repair
professionals. Call for FREE 90-day version of
SuperFRED. Outstanding technical Support.
Try before you buy. Call 888-637-3733.
www.mfsfred.com, sales@mfsfred.com
62
Transmission Digest
MARKETPLACE
Help Wanted
Experienced transmission rebuilder needed
for growing shop. Must be knowledgeable and
reliable. Air-conditioned shop, good pay and
benefits. Monday through Friday.
Call 615-865-9187.
Alto Products Corp., located in

Atmore, AL, is searching for
candidates to join our team:
Catalog Development: Must
have experience in cataloging. Must
have good technical knowledge of
transmissions and experience working with database
and graphic software. Good PC skills required.
Product Development: Must be a self-starter with
a technical background in automatic and standard
clutch systems. Experience in heavy duty applications
would be a plus. Must have good PC and communication skills.
VP of Sales: Candidate will contribute to the development of annual marketing plan and the strategies,
tactics and resources necessary to achieve goals.
Requirements include: 4 year degree in Sales or
Marketing, 5 years of experience in Sales and
Marketing, and previous management experience
required. Industry experience is preferred.
To apply for any of these three positions,
please email your resume to hr@altousa.com.
Help Wanted
Well established company
with an excellent benefits package has two
openings: 1-Plant Manager for torque converter
remanufacturing department. 1-Plant Manager for
transmission remanufacturing department.
Reply to Box 12A, Transmission Digest, PO Box
2210, Springfield, MO 65801-2210.
NATIONAL
EMPLOYMENT
HEADQUARTERS
for the transmission industry
We make it easy to relocate.
Employees and shop owners

call
1-888-412-TEAM
or visit our website
www.transteam.com
Alto is an equal opportunity/affirmative action employer.
Index to Advertisers
Advertiser
Page Reader
# Card #
Alto Products .......................................21...........1

ASA Membership ................................23.........99
Certified Transmission ........................19...........2
Consolidated Vehicle Converters ........37...........3
EVT Parts ...........................................13...........4
Hardparts For Transmissions ..............31...........5
HGM Automotive Electronics ..............47
Information Source.........................48-49
Jasper Engines & Transmissions ..........3...........6
LUBEGARD
by International Lubricants..............BC...........7
Mopar ....................................................7.........11
Randys Ring & Pinion ........................45.........12
Schaeffler Group/LuK............................9.........13
Showpower 2009 ........................64, IBC.......100
Slauson Transmission Parts ...............25.........14
Smart Blend Synthetics .......................41.........15
Sonnax ..........................................IFC, 1.........16
SuperFlow Technologies Group..........46.........17
Teal Automotive ..................................43.........18
Transmission Digest Binder ................56
Transmission University
Seminar CDs ...................................29
Transtar Industries ................................5.........19
TransTec by Corteco...........................11.........20
WIT......................................................51.........21
Visit our website at www.altoUSA.com.
Transmission Digest Binders...

keep valuable information at your fingertips.
Each sturdy binder will hold 12 issues of
Transmission Digest for quick reference.
Send check or
money order to
Transmission Digest Binder
PO Box 2210
Springfield MO 65801-2210
Call 800-274-7890 for Visa
or MasterCard purchases.
Order yours today!

$14.95 each
November 2008
63
Undercar University
Technical Seminars
Transmission University
Technical Seminars
Experience remanufacturing processes on a grand scale

as we tour the Jasper Engines and Transmissions plant
in Crawford County, Indiana.
Nobody understands better the fine points of selling and installing
remanufactured units than Jaspers factory training staff. After our
plant tour, we return to Louisville for this valuable session designed
for rebuilding shops and installers alike. A look at the issues and
procedures that make outsourcing units easy and profitable.
Tour requires pre-registration and includes bus transportation.
Hybrids are coming to your bays. Nobody in the aftermarket has more
expertise in training the people who service hybrids than Craig Van
Batenburg. Craig will cover a number of aspects of hybrid-vehicle
service with special emphasis on powertrain issues. This is a
cant miss session for rebuilders and technicians alike.
Improve your brake-repair expertise as
Technical Editor Ron Henningsen and
undercar trainer Brent Wadey show you
how to perform a brake job by the
numbers. Questions and answers follow
with a panel of brake experts.
Performance continues to play a
major role in shop profits. Shop
operator Ed Hanson and his panel
will help you get a bigger piece of
the performance profit pie.
Its a common customer complaint noise, vibration and
harshness. But whats the cause? Southern Illinois
University instructors Sean Boyle and Tim Janello have
the answers.
Learn the art form of custom pipe
bending. Shop experts Gerard
Bettinger, Jody Rupe and Ed Hanson
will show you how.
In-depth study of TF60-SN (6-speed

09G) automatic with Transmission
Digest Technical Editor Wayne
Colonna of ATSG. Applications: BMW,
Mini Cooper, Audi and VW.
Builders Bench Buffet as John Parmenter
of the Precision International Technical
Advisory Committee explores must know
tips for a variety of commonly encountered
transmission units
Pete Luban from ATSG conducts a
close-up study of the workings of the
ZF 6HP26.
Full details and schedule appear in the

December issue of Undercar Digest and
Transmission Digest. Subjects/speaker
assignments subject to change.
Displays & DemonstrationsManagement SeminarsTraining Seminars
Louisville Ky March 26-28, 2009

The Exhibit Hall
The best part of attending Showpower is visiting
with suppliers, learning about new products and
discussing old favorites. Many manufacturers use
Showpower to learn how to improve products or
develop new ones to better serve their shop
customers.
The exhibit hall is the focal point of Showpower.
Its where we shop, where we socialize and where
we win. On Friday evening youll be treated to the
All-Aftermarket Reception, food, beverages and a
relaxed atmosphere among the product displays.
Throughout Showpower youll enjoy hourly
drawings. Lots of people win merchandise
and other prizes provided by the exhibitors.
Showpower awards a $500 check each hour to
a person whose name is drawn, if he or she is
present. Better yet, on Saturday afternoon
Showpower will award a $5,000 check to
someone who is in the hall!
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VOLUME 28, NO.

The Automotive Powertrain Industry Journal

AWF21 (TF-81SC) TF60-SN (09G/09K/09M) NV 245

Note: Requires tool kit F-56947J-TL2

TCC Modulator Sleeve

More information is available

Circle No. 16 on Reader Card

VOLUME 28, NO. 3

In Their Fathers Footsteps

Charles Perkins, owner of Perkins

Continuing the Mission

Tech to Tech . . . . . . . .18

Shift Pointers . . . . . . . .26

Prospering in tough economic times

Failure of the C1/K1 clutch

TASC Force Tips . . . . . .30

News & Previews

PRINTED IN THE U.S.A.

Circle No. 6 on Reader Card

ts nearly time to do the

Heres an industry image:

Circle No. 19 on Reader Card

The two-bay shop opened about four years ago.

Harold Perkins Jr. (left) works with his son, Charles,

t was almost a foregone conclusion that Charles

Circle No. 11 on Reader Card

think of my role as being somewhat a mentor, I suppose, but more

Charles Perkins handles teardown

In the early 1970s, the Perkins

Jr. noted that he has witnessed a lot

Circle No. 13 on Reader Card

Solenoid Control in the

tarting with a few four1

Circle No. 20 on Reader Card

N89 N88 N92 N282 N90 N283 N93 N91 K1 K2 K3 B1 B2 F1

4th Gear T/To

5th Gear T/To

N90 controls the K3-clutch apply

3rd Gear T/To

N88 and N89 are alternately toggled

N88 and N89 also control B2-clutch

pack through the solenoids, which ultimately improves gear-shift comfort.

We are the REAL

USED PARTS INVENTORY SPECIALISTS

1155 N. McKinley Ave

Circle No. 4 on Reader Card

John Peffley, manufacturing manager, and Al

Precision manufacturing is required for modern transmissions.

Al Avila, the companys vice president of sales and

lower prices for our ultimate

For heavy-duty application, steel plates and friction

Inspecting for flatness is part of a quality-control

After manufacture, bands are hand finished and given a last

with us. There are a number of plant employees who

Raybestos Powertrain engineer Chris Horbach supports

Irvin Gers has multiple responsibilities related to newproduct development,

A portion of the main plants finished-products holding

provide satisfactory characteristics and performance for