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Wednesday, 20 March 2013
FORD AXOD-E PUMP CHECK BALL CHANGES
1.EARLY 1991 ONLY: USES 5 CHECKBALLS IN THE LOCATIONS SHOWN IN FIGURE 1. 2.LATE 1991 ONLY: THE B12 CHECKBALL THAT SEPARATED TV/L234 WAS ELIMINATED, AS SHOWN IN FIGURE 2. THIS REQUIRED A SPACER PLATE CHANGE.You can get more car tools CAT ET Adapter 3 and CAS1 7series ID7944 -315LP MHZ for help. 3.1992 MODEL ONLY: THE B13 CHECKBALL WAS ELIMINATED, ALLOWING FORWARD CLUTCH OIL TO EXHAUST UNORIFICED IN OVERDRIVE.
THE B2 CHECKBALL WAS ADDED FORCING FORWARD CLUTCH OIL THRU
THE "K" ORIFICE. REFER TO FIGURE 3.
Figure 1:http://flic.kr/p/e48JBN
Figure 2:http://flic.kr/p/e436QM
Figure 3:http://flic.kr/p/e436S6
Friday, 15 March 2013
THM 3T40 (125C) VALVE BODY IDENTIFICATION AND PRESSURE SWITCH IDENTIFICATION
VALVE BODY NUMBER ONE: Valve Body Number One and the auxiliary valve body that goes with it, are illustrated in Figure 1, and were used in 1982-1983 models.Most models used only the two terminal 3rd clutch switch and it was not used in all models.Refer to Figure 8 for 3rd clutch switch usage by model.Some of these models also used a governor switch screwed into the auxiliary valve body to control the converter clutch application, which requires a governor pressure passage drilled in the main valve body and the auxiliary valve body.This model auxiliary valve body also used an orificed cup plug in the channel behind the lock-up solenoid, to orifice line pressure down to a value that the solenoid could exhaust.This auxiliary valve body also has shift TV oil routed to the converter clutch regulator valve, which requires a shift TV pressure passage drilled in the main valve body.This valve body and auxiliary valve body combination is recommended for use only on 1982-1983 model vehicles.Refer to Figure One. VALVE BODY NUMBER TWO: Valve Body Number Two and the auxiliary valve body that goes with it, are illustrated in Figure 2, and were used in 1984-1986 and partial 1987 models.Most models used only the two terminal 3rd clutch switch and it was not used in all models.Refer to Figure 8 for 3rd clutch switch usage by model.Some of these models also used a governor switch screwed into the auxiliary valve body to control the converter clutch application,which requires a governor pressure passage drilled into the main valve body and the auxiliary valve body.The only difference between this valve body and auxiliary valve body combination, and the 1982-1983 version, is the orificed cup plug was removed from behind the lock-up solenoid.This combination requires a different auxiliary valve body cover gasket with a slot to orifice the oil to the solenoid.This valve body and auxiliary valve body combination can be used on 1982-1986 models and any 1987 model that still has the converter clutch regulator valve line-up and shift TV oil fed to the auxiliary valve body.Refer to Figure Two. VALVE BODY NUMBER THREE: Valve Body Number Three and the auxiliary valve body that goes with it, are illustrated in Figure 3, and were used in 1988-1989 models and partial 1987 models.Notice that the auxiliary valve body worm track configuration changes drastically, as the previous converter clutch regulator valve was removed and in its place goes a 3-2 Orifice Control Valve line-up.Notice also that the governor passage is now gone in both the main valve body and auxiliary valve body, and in its place is 2nd clutch oil to accommodate the addition of a 2nd clutch switch on some models.These models can use any one of three different 3rd clutch switches.Refer to Figure 8 for 3rd clutch switch and 2nd clutch switch usage by model, and Figures 10 and 11 for switch identification.This combination also requires a different auxiliary valve body cover gasket than number 1 or number 2.Notice also that this was the first year for the screen in the auxiliary valve body for the lock-up solenoid.1988 was also the first year for a different case connector.Some models used a round case connector instead of the square one.Refer to Figure 8 for case connector usage by model and Figure 12 for case connector identification.This valve body and auxiliary valve body combination can be used on 1988-1989 models and any 1987 model that uses the 3-2 orifice control valve line-up and 2nd clutch pressure fed to the auxiliary valve body.Refer to Figure Three.You can get more car tools VAG DASH K+CAN and VAG Drive Box for help. VALVE BODY NUMBER FOUR:
Valve Body Number Four and the auxiliary valve body that goes with it, are illustrated in Figure 4, and used in 1988-1989 models and partial 1987 models.The only difference between this combination and valve body number 3 is the orifice cup plug installed in the 2nd clutch oil passage in the main valve body, as shown in Figure 4.This valve body and auxiliary valve body combination should interchange with valve body number 3 without any functional problems.Refer to Figure Four.
VALVE BODY NUMBER FIVE:
Valve Body Number Five and the auxiliary valve body that goes with it, are illustrated in Figure 5, and used in 1990-1993 models.These models use a "Push-In" 3rd clutch switch instead of the screw-in and is a single terminal normally closed switch, which requires a different auxiliary valve body to accommodate the new 3rd clutch switch.Also notice that the auxiliary valve body has an extra passage drilled that the other 1990-Up auxiliary valve bodies that use the screw-in 3rd clutch switch do not have, directly above the round 3rd clutch feed passage.Even with these differences, the 1990-Up valve bodies and auxiliary valve bodies will interchange as long as the correct 3rd clutch switch and 2nd clutch switch are used for the model you are working on.Refer to Figures 8 and 9 for 2nd and 3rd clutch switch usage by model and Figures 10 and 11 for switch identification.Refer to Figures 8 and 9 for case connector usage and Figure 12 for case connector identification.This valve body and auxiliary valve body combination can be used on 1990-Up models as long as proper switch configurations are met.Refer to Figure Five.
VALVE BODY NUMBER SIX:
Valve Body Number Six and the auxiliary valve body that goes with it, are illustrated in Figure 6, and used in 1990-Up models.These models use a "Screw-In" 3rd clutch switch and 2nd clutch switch that are model sensitive.Refer to Figures 8 and 9 for 2nd and 3rd clutch switch usage by model and Figures 10 and 11 for switch identification.This valve body and auxiliary valve body combination can be used on 1990-Up models as long as proper switch configurations are met. Refer to Figure Six.
VALVE BODY NUMBER SEVEN:
Valve Body Number Seven and the auxiliary valve body that goes with it, are illustrated in Figure 7, and used in 1990-Up models.These models use a "Screw-In" 3rd clutch switch and 2nd clutch switch that are model sensitive.Also notice that the passage next to the 2nd clutch passage in the main valve body that normally carries 3rd clutch oil has not been drilled into the direct clutch passage, however we still have 3rd clutch oil fed to the auxiliary valve body through the small round hole.Refer to Figures 8 and 9 for 2nd and 3rd clutch switch usage by model and Figures 10 and 11 for switch identification.This valve body and auxiliary valve body combination can be used on 1990-Up models as long as proper switch configurations are met.Refer to Figure Seven.
Figure 1:http://flic.kr/p/e33rN8
Figure 2:http://flic.kr/p/e33rNn
Figure 3:http://flic.kr/p/e3998S
Figure 4:http://flic.kr/p/e33rPF
Figure 5:http://flic.kr/p/e399aS
Figure 6:http://flic.kr/p/e33rRt
Figure 7:http://flic.kr/p/e33rSM
Figure 8:http://flic.kr/p/e399fd
Figure 9:http://flic.kr/p/e33rVV
Figure 10:http://flic.kr/p/e33rXa
Figure 11:http://flic.kr/p/e33sbV
Figure 12:http://flic.kr/p/e33sdv
Figure 13:http://flic.kr/p/e33sf2
Wednesday, 13 March 2013
FORD A4LD TIE-UP IN THE PARK POSITION
COMPLAINT: After overhaul, your A4LD transmission exhibits a "Tie-Up" condition, when the selector lever is placed into the Park position. CAUSE: The cause may be, an improperly adjusted manual valve. The .075" puck supplied in some gasket sets and in some valve body kits WILL NOT WORK ON ALL MODELS. On SOME valve bodies, using the "Puck" to adjust the manual valve, will allow the manual valve to move past the Park position and apply the forward clutch.For more car diagnostic tool, like ford key programmer and KWP2000 Plus ECU Flasher . CAUSE:
Check the manual valve adjustment as follows:
1. Measure the link hole in the manual valve to ensure that it is .157" in diameter, and has not elongated due to wear. It is also recommended to use the latest manual valve, with the I.D. Groove near the link hole, and available under OEM number E8TZ-7C389-A. (See Figure 1).
2. With the valve body installed on the transmission, place the manual lever into the "D2" position.
3. With the manual lever in the "D2" position, the first land on the manual valve should be flush with the valve body casting, as shown in Figure 1. However, approximately .010”below flush to .020" above flush with the valve body casting is totally acceptable.
4. Bend the manual valve link as necessary to achieve the dimensions listed above. Figure 1:http://flic.kr/p/dYe9Vh
Saturday, 9 March 2013
NISSAN RE4RO1A/3A PLANETARY FAILURE DUE TO LACK OF LUBE
COMPLAINT:
Before or after overhaul, vehicle equipped with an RE4RO1A exhibits planetary gear train failure, due to lack of lubrication.
CAUSE:
The cause may be one of the following.
1. Inadequate cooler flow.
2. Excessive output shaft to case bushing clearance.
3. Excessive clearance between the output shaft bushing and turbine shaft.
4. Forward clutch rings leaking on the low sprag inner race.
5. Internal leak on the turbine shaft.
6. Cooler relief check-ball capsule and spring leaking at the back of the case.
7. Bushing not removed from the front sun gear.
CORRECTION:
1.Insure that the vehicle has sufficient cooler flow. Minimum cooler flow must be no less than 1 quart per 20 seconds when the vehicle is "HOT".Warm vehicle until operating temperature is over 160 degrees. Raise and securely support vehicle on a lift (For safety concerns, do not attempt this test on the ground). Once operating temperature has been reached, shut motor off.Disconnect the "Rear" cooler line from the transmission and place the end of the line into a bucket or suitable apparatus to keep oil from spilling or splashing. Have a helper get into the vehicle and start the engine. Apply the parking brake then hold the brake pedal and move the selector lever into the D position. While holding the brake pedal on, allow the vehicle to idle in drive. IMPORTANT: Visually check the rear cooler line fitting at the transmission. THERE MUST BE NO OIL COMING FROM THE CASE. If there is oil coming from the case, the most likely cause is a leak at the forward clutch rings on the low sprag inner race. Count for approximately 20 seconds then move the selector lever back to park and shut the motor off. Measure the amount of oil in the container. There must be a minimum of 1 quart of oil in the container. If less oil flowed from the radiator, disconnect the front cooler line and repeat the test. If the test still shows insufficient cooler flow, the problem is most likely a restriction in the valve body. If cooler flow is now sufficient the problem is a plugged radiator. Repair or replace the radiator as necessary (Refer to Figure 1 for information on replacement cooler element).
2.Inspect the case bushings in the back of the case for wear (Refer to Figure 2). If needed insert the output shaft into the case and check for excessive play from side to side. If side to side movement is excessive replace the case bushings. Using compressed air and a blow gun, direct air pressure into the different lube holes in the output shaft and make sure there is no debris blocking the holes and that air passes through the holes freely.
3.Inspect the output shaft bushing where turbine shaft rides (Refer to Figure 3). Insert the turbine shaft into the output shaft and move the turbine shaft from side to side. If excess movement is detected, replace the output shaft bushing.
4.Inspect the forward clutch sealing rings that are installed on the low sprag inner race (Refer to Figure 4). Make sure there are no cuts or nicks in the rings. Carefully remove the ring from the inner race and bore fit the rings in the drum. IMPORTANT: There must be no more than .003’‘ end gap between the butt ends of the rings. Replace the rings, or the low sprag inner race if necessary.
5.Inspect the turbine shaft for cracks and blow a small amount of compressed air approx. 30 psi. Into either end of the turbine shaft (Refer to Figure 5). IMPORTANT: No air must pass completely through the shaft from one end to the other. The shaft is blocked in the middle to separate converter release oil and lube oil. If this shaft leaks, all lube will be drained when lock-up is engaged.
6.Remove the cooler relief check-ball capsule and spring from the back of the transmission case (Refer to Figure 6). Install a solid cup plug or tap the case and thread in a pipe plug. Note, late model cases (after 1994) had the check-ball capsule and spring eliminated from the factory.
7.Remove bushing from the front sun gear and leave it out (Refer to Figure 7). This will allow more lube to pass through the sun gear to the front planetary. Note, if a new front sun gear shell is purchased from the factory, no bushing will be installed in the sun gear. Do not install a bushing into a new sun gear shell.
Most Nissan vehicles have what is known as a fin type cooler. This type cooler becomes easily restricted causing poor cooler flow resulting in lack of lubrication to the planetary gear train. Cooler line flushing machines cannot sufficiently flush this type of cooler. The spiral cooler shown in Figure 1 below is a replacement cooler. This cooler may be installed instead of replacing the entire radiator.
This cooler is available from Nissan the part number is 21606-15V25. Figure 1:http://flic.kr/p/e1FoDz Figure 2:http://flic.kr/p/e1M37d Figure 3:http://flic.kr/p/e1M37U Figure 4:http://flic.kr/p/e1M38W Figure 5:http://flic.kr/p/e1M3a7 Figure 6:http://flic.kr/p/e1FoJP Figure 7:http://flic.kr/p/e1FoLn
Wednesday, 6 March 2013
FORD AXOD PREMATURE PLANETARY FAILURE
SEVERAL MODIFICATIONS CAN BE MADE IN AN EFFORT TO HELP IMPROVE LUBE OIL FLOW TO THE PLANETARY SYSTEM AND THEY ARE AS FOLLOWS: 1.Drill the torque converter fill hole in the valve body spacer plate out to .062" (l/16 Inch). This is the hole marked I'D" as shown in Figure 1. Drill the rear lube orifice in the valve body spacer plate out to .078" (5/64 Inch). This is the hole marked "1" as shown in Figure 1. 2.Trim the rear lube check valve spring, which is located in the valve body, until the check valve sits approximately l/16" above the machined surface of the valve body (See Figure 2). This will require approximately 3 coils be removed from the spring, and always install the cut end of the spring back into the valve body first. 3.Inspect the bushings in the rear planetary support, as these bushings can move out of position and block the lube hole located in the support between them. The 1988 and later rear planetary support has a new second design, wider, one piece bushing with a groove and lube hole in the center. This will provide more surface area to prevent the bushing from moving. Refer to Figure 3. You can get more car tools MB Key Prog and Nissan Consult 4 for help from http://www.autobossv30.org/ . The later rear planetary support, with the 2nd design bushing, will retro fit back to ALL previous models and is highly recommended. The new design rear planetary support is available under OEM part number E6DZ-7A130-A. 4. Replace the rear lube tube seal with the early design THM 200 (2 Piece) low/reverse support seal. Refer to Figure 4 for installation. The THM 200 two piece seal will now provide additional flexibility and still retain its ability to seal against the rear planetary support. The support CAN rotate in the case lugs, and when the support rotates it WILL damage the one piece seal. NOTE: WHENEVER THE REAR SUPPORT HAS BEEN REMOVED FOR ANY REASON, THE REAR LUBE TUBE SEAL MUST BE REPLACED. 5.Install "Double Bushings" at the rear of sun gear as shown in Figure 5. After both bushings are in place, ensure that lube oil hole in the sun gear is not blocked. Figure 1:http://flic.kr/p/dZZNdV Figure 2:http://flic.kr/p/e16u8Q Figure 3:http://flic.kr/p/dZZNfH Figure 4:http://flic.kr/p/e16uaY Figure 5: http://flic.kr/p/dZZNhv
Friday, 1 March 2013
NISSAN FRONT OR REAR DRIVE PREMATURE PLANETARY FAILURE
COMPLAINT:
Planetary gears failed due to lack of lubrication, while the hydraulic system and friction material does not seem to be damaged.
CAUSE:
Lubrication may be restricted or even totally cut off due to clutch material from the converter clutch clogging the fins or tubes inside of the radiator cooler.
CORRECTION:
1. FRONT AND REAR DRIVE.
After a transmission repair, perform a cooler flow test on all suspect vehicles. There must be at least l(one) quart of oil every 20 seconds returning to the transmission at idle. If the vehicle uses a tube type cooler, then it may be flushed using conventional methods. If the vehicle uses a fin type cooler, then the radiator MUST be replaced. See figure 1 to determine the cooler type in the vehicle that you are working on.
Figure 1:http://flic.kr/p/dYVPby
2. RE4RO1A and RE4RO3A
Check the case bushings for wear and replace them if they are worn. Also make sure that the case bushings have not moved so that they block the lubrication feed passage to the output shaft. To assure maximum lube to the output shaft and planets,remove and discard the orificed cup plug, the lube relief ball, and the spring as shown in figure 2 and INSTALL A SOLID PLUG IN PLACE OF THE ORIFICED CUP PLUG.
Figure 2:http://flic.kr/p/dYQ78r More tools such as vag can commander 5.5 and abs airbag scanner to find from http://www.creader.us/ .
Wednesday, 27 February 2013
THM 4T60-E (CADILLAC) 3RD GEAR STARTS
COMPLAINT:
Before or after overhaul, 1991-1995 Cadillac Deville, Concours, Eldorado and Seville, may exhibit a 3rd gear start in the Drive position along with a Diagnostic Trouble Code “PO40.”
(Power Steering Pressure Switch Circuit Open).
CAUSE:
The cause may be, the “Fuse” that supply’s the solenoids in the transmission and the Power
Steering Pressure Switch with battery voltage may have blown. NOTE: Some years have the
transmission solenoids, the EGR solenoid, Brake switch, Canister purge solenoid, Power Steering Pressure Switch and Air conditioning Relay all on the same fuse. A short or wiring problem on any and all of the above may cause the fuse to blow.You can get more car tools bmw ops head and digiprog ecu flasher for help from http://www.cartool.info/ .
CORRECTION:
Locate the “E” terminal on the harness connector, shown in Figure 1, and check for battery voltage with the ignition on. If there is NO voltage at terminal “E”, refer to Figures 2&3 for fuse location and vehicle application and replace the fuse. NOTE: The fuse in question is highlighted for identification purposes. Figure 1:http://flic.kr/p/dWZ6cg Figure 2:http://flic.kr/p/dX5KDG Figure 3:http://flic.kr/p/dWZ6fx
Friday, 22 February 2013
MAZDA RA4A-EL NISSAN RE4RO3A LOCK-UP SHUDDER (2 LOCK-UP SOLENOID UNITS ONLY)
COMPLAINT:
Some Mazda or Nissan vehicles equipped with the RA4AEL or RE4R03A may exhibit a lock-up shutter upon application of the lock-up clutch.Some hot car tools from vtoolshop like k can commander and vag can commander 5.5 are also useful.
CAUSE:
One cause may be lock-up release oil not exhausting quickly enough through the lock-up control valve.
CORRECTION:
Drill hole and open orifice in the bottom of the valve-body as shown in Figure 1 below. Figure 1:http://flic.kr/p/dX6bNG
Wednesday, 20 February 2013
Application and Use of the VAS 5054A
Properties:
The VAS 5054A is a universal diagnostic interface for the vehicles of the Volkswagen Group and all OBD vehicle systems from other manufacturers. The integrated Bluetooth interface connects the vehicle with a notebook, desktop PC or test system. No cables are needed for vehicle diagnostics using the vas 5054a .
The range of the wireless Bluetooth connection is 5 to 10 meters, depending on the environment and the type of Bluetooth adapter used on the PC side.
The Serial Port Profile (SPP) is used for data transfer via Bluetooth. Different Bluetooth security levels are supported.
The following vehicle bus systems are supported:
K line (ISO9141-2)
High-speed CAN (ISO 11898-2)
Low-speed CAN (ISO 11898-3)
J1850 (SAE J1850)
The vehicle protocols are handled directly in the VAS 5054A. This ensures fast response times and a reliable real-time behavior independently of the PC operating system.Every time a connection is established, the VAS5054A software is synchonized with the version installed on the application PC. The VAS 5054A thus automatically adopts any new features provided after a new software version has been installed on the application PC.
System Requirements:
To operate the VAS 5054A, your computer must meet the following system requirements:
PC, notebook, 100% IBM compatible
Operating system Windows XP Service Pack 2.
Installation requires administrator rights.
The computer must have a Bluetooth interface that supports the Bluetooth Serial Port Profile.
One free USB port (for special applications such as configuring the VAS 5054A or if wireless communication is not permitted).
System Overview:
The diagnostic application and the associate d Diagnostic Base System are installed on the application PC. The Diagnostic Base System can access the VAS 5054A via Bluetooth or USB.
Access via Bluetooth:
After a connection to the VAS 5054A has been set up, the Bluetooth software provides a virtual serial COM port (Bluetooth Serial Port Profile). The Diagnostic Base System uses this COM port to communicate with the VAS 5054A. You need to specify this port when you install the diagnostic application.
Access via USB:
You can also connect the VAS 5054 A to the application PC by using the supplied USB cable.Windows detects the VAS 5054A through Plug and Play, and automatically installs the drivers copied when you installed the diagnostic application. Setup of the VAS 5054A is then complete and the device is ready for use by the diagnostic application. More information you want to know,you can visit http://www.maxidascaner.info/
Tuesday, 12 February 2013
MAZDA/FORD GF4A-EL/GF4EAT - HARSH UPSHIFTS
Topic: technical service
COMPLAINT: 1993 & up, vehicles equipped with GF4A-EL transaxles, built before 1/3/95, may exhibit a harsh 1-2 upshift or harsh upshift complaints before or after overhaul. Line pressure appears to be normal or slightly higher than normal when checking in the "D" range. "Normal" line pressure readings are as follows, 60-78psi. at idle and 161-172 psi. at stall. Find more car tools fly100 and Creader 5 from vtoolshop.
CAUSE: The cause may be, higher than normal control pressure passing through the main contol spacer plate.
CORRECTION: Replace the Pressure Control Solenoid as shown in Figure 1 with Ford part number F32Z-7G136-AA or Mazda part number FU9A-21-1G1A. Inspect the Pressure Regulator Valve and the Pressure Regulator Valve bore for wear or scoring. Inspect the Boost Valve and Boost Valve Sleeve for wear or scoring. Ensure that there is no "side to side" wobble of the Pressure Regulator Valve, when it is in its bore.Enlarge the Pressure Regulator "balance" orifice in the rear control spacer plate to .056" .
SERVICE INFORMATION:
PRESSURE CONTROL SOLENOID (FORD)........................................F32Z-7G136-AA
PRESSURE CONTROL SOLENOID (MAZDA).....................................FU9A-21-1G1A
NOTE: THESE TWO PART NUMBERS ARE FOR THE SAME SOLENOID. 
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