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Why is a good transmission or general diagnosis worth about $75.00?

The Modis is a professional diagnostic tool that lets you pinpoint and diagnose today’s sophisticated vehicles faster. This scan tool is the standard of the industry and rightfully so. We used one of the early Modis Sacn tools in my shop. I do not recommend it for home use since it cost about ten thousand dollars..

Although not many transmission suppliers use tools like this to insure every unit sold is 100% healthy, companys like GotTranmsissions.com use them to test every transmission for defects before it gets shipped. One reason the rate of problems with transmissions supplied by GotTransmissions.com is less than 5%. And that is low..

The highly technological system incorporates advanced OBD (on-board diagnostic) capabilities including Domestic and Asian Import Vehicle Communication Software, plus a cool feature for instant diagnosis, called Fast-Track Troubleshooter; it actually combines software that integrates experience-based information with scan tool instrumentation solutions. The MODIS system also features a powerful 4-channel lab scope with multiple secondary ignition capabilities and a powerful Digital Graphing Multimeter built into it.

Fast-Track Component Tests combine MODIS scope and DVOM (digital volt ohm meter) instrumentation with information direct from factory-trained and ASE-certified master technicians to quickly locate, connect, test, and troubleshoot components. It’s a hand-held with everything you need for today and tomorrow.

The particular scanner system gives you fast one stop access to Domestic and Asian Import Vehicle Communication Software, supported by the Snap-On tools. Add to this a fast 4-channel lab scope, digital graphing multimeter, and Fast-Track itemized component tests and you are the fastest techin the shop. (and the poorest)!

The rest of the information on this tool probably means nothing to most folks. But what I have just said about this tool and comparable ones is one reason a good diagnosis is worth the hour worth of labor that a compentent transmission shop might charge you. FYI, at my shop, we diagnosed for free, no charge, no obligation. It was a courtesy to who ever stopped in for work.

I could go on and on ‘hipping’ you up to the really cool diagnostic tools available through many companies, but I think perhaps that is for future posts. Our point at GotTransmissions.com Blog is this:…it is much more cost effective with a sucessfull outcome paying the diagnosis fee (which in some cases is absorbed by the shop upon repair) than to arbitrarily change parts. For instance, buying a 700.00 dollar computer, when you had a fourty dollar bad part.

Lets see…$80.00 dollars to diagnose and $40.00 dollars for a part and $75.00 dollars labor is $195.00, which beats a $700.00 onboard computer that did not fix the problem..I hope you lighten up on your mechanic now. He paid a lot of money for the tool and his years of experience are priceless.

GotTransmissions.com—866-320-1182…

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What is OBD-1 and OBD-2 and how does it apply to my transmission?

Brian, the founder of GotTransmission.com is a sponge when it comes to knowledge. He asked me what is a diagnostic link connector? And I was happy to oblige!!

The ALCL link (Assembly Line Communications Link). Or more commonly referred to as a DLC (Diagnostic Link Connector).

All OBD-1 and OBD-2 cars, although the OBD-2 connector has to be located in the passenger compartment next to the steering post, easily accessible from the driver’s seat. You will most likely find the connector right below the steering column!

Legally, the connector OBD-2 must be located within three feet of the driver and not require tools to be accessed. Check under dash and behind ashtrays.

On-Board Diagnostics, or OBD-1, in an automotive reference to a generic term referring to a vehicle’s self-diagnostic and reporting ability. OBD-1 systems give the vehicle owner or a qualified repair technician access to state how healthy various vehicle sub-systems are.

Using a scan tool, or scanner, the amount of diagnostic information available by OBD-1 has become more and more technologically advanced since the introduction in the early 1980s of on-board vehicle computers. Early instances of OBD-1 would simply illuminate a malfunction indicator light, or MIL, if a problem was detected—but would not provide any information as to the nature of the problem.

Modern OBD-11 systems use a standardized digital communications port to provide real time data in addition to diagnostic trouble codes, or DTCs, which allow one to rapidly identify and remedy malfunctions within the vehicle.

All cars built since January 1, 1996 have OBD-II systems. Variations actually were put in use in isolated cases in 1994. OBD-II signals are most often sought in response to a “Check Engine Light” appearing on the dashboard or drive ability problems experienced with the vehicle. The data provided by OBD-II can often pinpoint the specific component that has malfunctioned, saving substantial time and cost compared to guess-and-replace repairs. OBD-II signals can also provide valuable information on the condition of a used cars transmission health before purchase.

With the advent of OBD-11, the actual DLC became standardized on autos manufactured world wide. The beauty of this is that all OBD-2 DLC’s have the same connector, meaning the scan tool does not need a prioritized DLC connector for each brand of car, as we did and still do on Pre-OBD-2 cars. OBD-1 requires a different connector for every make of car, which really adds up since there are more than 20 connectors available.

I have talked about hand held code readers and affordable scan tool for home use. A full blown professional scan tool that pinpoints problems and then helps run through series of tests to diagnose the problem can cost from $4000.00 bucks up to over $10000.00. Not a realistic tool for the homeowner. Without even mentioning the training and time and practice a mechanic needs in order to effectively use it.

The point we want to make in our GotTransmissions.com Blog post today is that if the engine light turns on, get it checked ASAP. You may actually have a transmission problem, since this lite is also hooked to the transmission, in essence. Saving money is having your vehicle scanned before any repair work is done. The old days of replacing parts until the problem is solved is more expensive with the introduction of expensive electronic components, such as computers.

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Sychromesh and constant mesh standard transmissions..

Synchromesh: Continuation from our Helical Gear post yesterday.

Conyiniuing my converstion with Brian of GotTransmissions.com, I explained that Constant-mesh gearboxes are quieter and slicker, but you still have to match the spinning speeds before you could engage the chosen gear. The final improvement, and the one which removes the need for double-clutching, is synchromesh.

Synchromesh is a refinement of the part of the constant-mesh gearbox where the difficulty lies: matching the little teeth on the inside of the selector hubs with the little teeth on the side of the main drive gears. In its simplest form there is a tapered section on the hub side of the main gear and a matching, grooved, tapered, bronze ring called a blocking or braking ring on the gear side of the hub. As the hub approaches the gear the bronze ring rubs against the taper, and friction spins the gear up. Too fast and the selector teeth will clash, too slow and there won’t be enough movement between the teeth on the hub and the gear, also causing a gear clash.

Synchromesh started to be fitted to cars in the late 1930s, but was by no means universal until the late 1950s. Even then it was not uncommon for first and/or second gears not to be synchromeshed.

Overdrives: The system described above is a four-seed system. Most gearboxes are typically four speed. However most modern cars and trucks use 5 or 6 speed standard transmissions now. Fifth or sixth gear is typically an overdrive ratio. Overdrives work much the same as a non overdrive in terms of function.

Overdrive boosts fuel mileage by lowering RPM’s of the engine. Lowering engine speed gives the engine longer life. It is not an excuse for less maintenance.

As a matter of interest you will need to research what fluid your particular standard transmission uses when it is serviced or maintained.

Read our other standard transmission posts on GoTransmissions.com blog for further theory of function and internal descriptions of what is going on inside your manual transmission.

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Standard transmission: Helical cut gears

Straight gears-Helical gears:
I was explaining to Brian, the owner of GotTransmissions.com what a straight-cut gear looks like: it’s the classic cog, as seen above It’s a simple gear, but the mating surface is cut perfectly straight which causes noise problems (as it wears the gears fit less precisely with each new tooth coming into mesh, it naturally makes more noise, yet are very strong).

Helical gears are cut on the slant, as the picture on the left indicates. The design and added bearing support surface reduces noise and wear. Helical gears have a longer bearing surface, which reduces the wear problem. Instead of the constant chatter or rattle of gears slopping around on the mainshaft, we have a silky-smooth progression from one tooth to the next.

Constant-mesh Systems

Helical gears are great when they are in mesh, but they are much finer and bringing them together on the fly without damage is not possible. The development of helical gears required the use of a constant mesh system. But how can all the forward gears be in mesh simultaneously without it ending in tears, though? The answer is simple and brilliant – yet difficult to describe!

To set the scene: a gearbox has an input shaft which is connected to the clutch. This is how power goes into the gearbox – the engine turns the input shaft when the clutch is engaged. The gearbox performs its magic and power comes out on an output shaft, which can run at a different speed from the input shaft.

Constant-mesh gearboxes are things of great beauty (if you are an engineering-minded sort). They rely on a strange-looking thing called a counter gear. This is a long gear running on a shaft parallel to the line of the input shaft. Let us imagine a four-speed system such as that fitted to the Camaro.

The mainshaft will have four gears, or more depending on how many speed ranges your vehicle has. The gears are usually in ascending sizes from one end to the other.

Parallel to the mainshaft is the counter shaft. There are the appropriate amount of gears mounted on it to match the gears on the mainshaft. They run in size order opposite to the mainshaft. Each gear is meshed with a sychronizer assembly, that has a slider that connects the apprpriate gears together seemlely in order to make a smooth shift with out double clutching. Each gear has a taper on the end, where a brass ring or a ring lined with a fiber material is attached. As the slider pushes on the brass ring it slows the gear down to match the speed of the next gear. Therfore allowing the gears to mesh smoothly.

Note: The material of the synchro ring dictates what lubrication to use..

That is the end of this post. Continuation article on standard transmission function coming in our next blog post from GotTransmissions.com Blog. Please tune in for the next post or subscribe for free and have it waiting in your email box every day.

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Constant Mesh and Sychronized Gears equal modern standard transmissions..

In the days before GotTransmissons.com was even a thought, changing or shifting from gear to gear was a delicate and potentially damaging operation requiring considerable skill. Straight-cut gears had to be matched in speed, synchronized,  before being brought into mesh together. The result was an unfriendly grinding noise – clashing of the gears, as it was known.

FYI: These old types of transmissions used conventional heavy weight gear lube during a maintenance. Synthetics were not even developed as far back as then. However, if you had an old autombile or truck with the straight cut gears, synthetic lubrication is an upgrade.

To change gears on a straight cut or ‘rock crusher’ gearbox you must disengage the clutch, shift to neutral and let the engine run down to a lower speed, re-engage the clutch briefly in neutral to slow the gears down, then select the new, higher gear. To change down you need even more pedal dexterity: you disengage the clutch, shift to neutral, re-engage the clutch, tap the throttle rapidly to spin the gears up, depress the clutch again and select the new, lower gear.

This process, known as double clutching, is almost a lost art form. Many mature owners are familiar with the technique. But for the rest of us, the juggling with clutch, throttle and gearstick (while braking with your third foot!) is alien and unfamiliar.

The reason we no longer need to go through the double clutch procedure is the invention of the synchromesh gearbox AKA The Constant-Mesh Gearbox. Straight-cut gear boxes are very noisy, it wasn’t long before engineers began to experiment with other methods, most notably helical gears in constant mesh. It is well worth understanding how this process works – it will make you a better driver by understanding the pardigm behind the gear style change.

See our next post presented by GotTransmissions.com Blog for a continuation in your standard transmsiison eduaction. Next, what is a Helical Gear is and how it functions?

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CVI is related to a TF604 like cold is to ice…

What is CVI. CVI is Clutch Volume Index. Brian of GotTransmissions.com said “Holy mackerel that sounds technical and complicated”. Technically speaking it is a technical marvel of modern diagnostics. As far as I know, only Chrysler TF-604 and FT 606 transmissions have this feature which makes this particular transmission diagnosis friendly.

With the correct diagnosis tool as in the Snap On Solus and Modis a qualified mechanic can extract more information about what is going on inside a  TF 604 or 606 than any other transmission in the world. The handheld code readers we talked about a few months ago probably don’t have this feature. It is not like you need to use this feature every day unless you own a transmission shop..

CVI is the amount of clearance in a clutch pack. Lets see, the TF 604 has five clutch packs inside it. As mentioned in an earlier TF 604 article it does not use bands or sprag clutches. We call the clutch packs multiple clutch packs because a clutch pack may have anywhere from 3 to 9 clutches in it depending on the type of transmission.

The scan tool actually measures the amount of ATF that flows through a solenoid in order to determine the clearance based on fluid volume. The amount of information we can learn from this is staggering to say the least. Each clutch pack has a solenoid valve to allow fluid in and out of the clutch pack. That does not mean that there would be only five solenids on a TF 604. We have several other solenoids that perform other duties not related to clutch clearance.

For instance, if you have a worn out clutch pack, then in most cases the clutch plates themselves are worn, hence thinner clutch plates will produce a larger CVI due to more space in the clutch pack.

Simply put, the TF-604 is a very mechanic and scanner friendly transmission. A competent mechanic can extract more information from this particular transmission than any other I can think of with getting a headache! Enjoy GotTransmissions.com Blog, get the most out of it by getting a free subscription delivered to your mailbox every day.

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A quality diagnosis of your transmission problem comes first…

A brief background on me. I used to own an automotive and light duty truck transmission repair shop from 1981 to 2006. I sold the shop right before the economy crashed. I decided to get into helping people learn about how to choose the right engine and transmission shops, since repair shops are not fungible.

Here is a story for you on why a free or inexpensive diagnosis is in your best interest.

I got a phone call one day from a man who had a 1995 Ford F-250 truck that had an E4OD transmission. It was running poorly and he wanted a price to rebuild it. I suggested he bring it in for a free diagnosis so we could determine exactly what was wrong. I explained that it was a computerized vehicle and maybe it did not need a real expensive repair. “No way”, he said. He did not have time, he knew it needed a cheap repair, so he just wanted a price. He said he was going with the cheapest price. I told him I could not quote prices on the phone. I needed to see the truck to do a free diagnostic before I could say what was wrong and how much it would cost to fix.

He thanked me for my time and I did not hear back from him again for several weeks.

A little more than three weeks later I got a call from that same man. He asked me if he could get that free diagnosis. He explained that he took his vehicle to shop Z and they sold him a high priced repair. It took three weeks which is not acceptable. The worse part was that when he got his vehicle back from shop Z it malfunctioned the exact same way it did before he took it there. FYI, he was only given a warranty of 90 days on the repair. We gave a 1 year or 12,000 mile warranty on general car repairs to build confidence with our customers.

Needless to say he was very frustrated. I gave him a cup of coffee and he came out to watch me do my diagnostic routine. It is usually a 10 to 30 minute procedure. I checked simple things and gave the transmission a good look over. No doubt, it barely ran. Then I hooked up my Snap-On Scanner and suggested that we go for a ride together while I went through the driving portion of the diagnosis. While we were driving the scan tool was collecting information, so we just chatted while I put the truck through it’s paces. He seemed like a nice fellow really, just misinformed. At one point we stopped talking because I needed to listen and ‘feel’ how the engine was running.

We got back about 15 minutes later and it was time to see what type of data the scanner stored. There was one code in the scanner. A code indicates a problem, so in essence this was a good thing. I don’t remember the code number, but I remember it was a code for the pressure control solenoid.

With his permission I ordered a new PC solenoid from the dealer. We always used factory parts when they were available. The installation took about 60 minutes. We cleared the code from the computer and went for a ride. Guess what? It worked perfectly. It never missed a beat. Obviously the man had a mixture of emotions, he was happy we could fix this problem for about 250 bucks. He was also angry about spending $800.00 for extensive and unnecessary repairs that did not affect the underlying problem. Truthfully, it may have needed more work at the time, but chances are it did not. There is no way to tell if that is so when repairs are made before a diagnostic process takes place.

After we re drove the truck for about 30 miles we came back and checked the codes, ahaa, no codes and the truck had perfect performance.

I think you know what the moral of the story is.

If one day you experience an engine problem, now you know what to do. If you ever need a replacement engine of any sort call the experts at GotTransmissions.com # 866-320-1182. Feel free to examine our GotTransmissions.com Blog and have access to all of our articles for free every day.

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What is an automatic transmission solenoid??

An automatic transmission solenoid is simply a solenoid. A solenoid is an electrical device that opens and closes by getting a command from the computer in your car. Of course the computer gets many signals from other inputs all over the car, in order to make a decision.

What then is a solenoid?? Here is cool demo using water:

Solenoids are somewhat more complicated than that and operate many sophisticated devices on your car. They also are inside your transmission. Solenoids come in multiples and sometimes they are a ‘solenoid block’ assembly pack. These assemblies carry as many as 8 solenoids on certain transmissions. The solenoids bath in automatic transmission fluid.

It is easy to see how a fully operational electrical system is imperative in how a fully computerized car performs. System is the key word here. The electrical system is so sensitive that a loose or worn gas cap can cause serious driveability problems. The computer detects a vacuum leak at the gas cap, it therefore sends a false signal to the engine that it is starving for gas, which causes a loss of performance and gas mileage.

Every remanufactured transmission GotTransmissions.com sells had new OEM solenoids.

We will use the GotTransmissions.com Blog to discuss specific solenoids and their duty’s. Sign up for a free subscription to our blog..

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Honda and Acura use a very special automatic tranmsission fluid..

After writing about the popularity of Honda cars in general, and the civic specifically, I wanted to discuss something very important to both Honda’s and Acura’s in terms of what automatic transmission fluid to use or request during your normal maintenance.

This will not take long. Without question, the replacement fluid to use in a Honda or Acura (Acura uses Honda drive lines) only comes from the dealer…No company makes an additive that turns conventional AFT or synthetic AFT into Honda ATF...

Honda fluid is very specific to the vehicle. You can put any fluid you want to in your Honda and it will work. The main problem being that the transmission will shift like a dragster without Honda ATF. Why? Because the fluid is specifically blended to work with the clutch plates (soft parts) in a Honda transmission.

The composition of the clutch plates inside the clutch pack drum is such that without the exact additives put in OEM (original equipment manufacturer) Honda fluid, the transmission will not shift properly and more important it kills the transmission life.

BTW, The Honda transmission has an internal automatic transmission filter. It can not be changed unless you pull the transmission out of the car and take it apart. Typically a Honda transmission filter only gets changed during a rebuild. Don’t forget to dispose of your waste transmission fluid legally.

When you get your Honda fluid changed, my advise is to bring your own fluid, right from the dealer. Pay the fair price on labor. Need more info on transmissions? Read more of our GotTransmissions.com Blog. It is free and full of money saving tips.

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Honda makes a durable yet sensitive transmission….

The phones were very active at GotTransmissions.com last week. More calls for Honda Civic transmissions than usual. This transmission has always been popular, mostly because the Civic is one of Americas best values in a vehicle. The Honda Civic is not only affordable, it also gets incredible gas mileage and they last a along time with the proper maintenance.

Honda’s use Honda automatic transmission fluid. Buying it anywhere other than the dealer is a BIG mistake.

A lot of loyal Honda owners know that Honda builds a great transmission and engine. Ask almost anyone about their Civic and you will get an answer like, this cars engine and transmission will last over 300,000 miles with good care.

Why do we sell so many Honda Civic transmissions since they’re such a great engine. When I examined the details, i was surprised that the Civic has been around since 1973…Wow, I must be getting old. It sure doesn’t seem like this car has been out since the early 70’s.

Keeping in mind this vehicle has a die hard history of loyalty with their owners, it’s no wonder why so many people replace the engine in these vehicles and keep them. Why trash a good car for a bad motor, it is not economically feasible.

Well, anyway, we’ve got a ton of these Civic transmissions to choose from…rebuilt, remanufactured, used, you name it. If something out of the norm puts your Honda Civic transmission out of commission, give us a buzz Toll Free at 866-320-1182. Feel free to read more about Honda’s on our GotTransmissions.com Blog. Subscriptions are free.

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