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Front Wheel Drive Transmissions and Transxaxles

There seems to be some confusion about the differences between front wheel drive cars and cars with transaxles. First off, a transaxle is a front wheel drive transmission, at least in 99 percent of the cases. Rear engined vehicles like Porsche have transaxles, but the unit is in the rear of the vehicle where the engine is. Since 99 percent of the cars fitted with transaxles have front engines, people tend to think of transaxles as front wheel drive cars only. We call front mounted engines and transmission combos ”transverse mounted”, where the engine and transmission combo is sideways, or east to west of the axis of the vehicle. Now you know the difference.

A car can be front wheel drive and not be a transaxle. What exactly is a transaxle as compared to a front wheel drive that is not a transaxle? A transaxle combines a full transmission and drive differential all in one case. Which means you have no drive-shaft that connects the transmission to the differential as in a rear wheel drive car. We call a rear wheel drive setup, ‘longitudinal’. Because the drive line goes from front to back or north south, compared to sideways or east-west, in a common front engine transaxle setup.

Another less used front wheel drive arrangement is where the transmission is only a transmission, and is directly bolted to a differential in the front of the car (ala the Olds Toronados of early). The need for a drive-shaft is not necessary since the tranny and differential assembly bolt together. How close? As close as cold is to ice.

I don’t think either system is better, although the transaxle setup has dominated in popularity from the beginning of the modern front wheel drive era. Most probably due to the compactness of the setup, making it perfect for use in several models of a car line without having to make any serious assembly line changes. I’m sure it speeds up production.

It’s probably not a question or problem you will ever have to deal with or take a test on. However, having enough information on a particular subject so you can decide what decisions are in your best interests is the best way not to be taken advantage of. I think a lot of people make decisions on purchases they do not know enough about to make an informed decision. Allow us to provide enough education so you can make a terrific decision on which form of transaxle is in your best interest.

I know you would not go to a brain surgeon for heart surgery, so make sure you deal with transmission specialists and not a ‘junk’ yard if you are in the market for a replacement transaxle or front wheel drive transmission. Do the right thing, seek professional help from @ 866-320-1182. Satisfaction guaranteed.

General Motors 4T45-E Front Wheel Drive Transaxles

The Key to General Motors

The Key to General Motors

The four-speed automatic transmissions is an excellent seamless shifting transaxle that responds quickly to the gas pedal and doesn’t hunt for shifts excessively at awkward speeds. Built by GM, this four-speed automatic, the Hydramatic 4T45-E is an upgrade over last year’s transmissions, which were outsourced to independent transmission manufacturers and suppliers.

The Hydra-Matic 4T45 is an electronically controlled four-speed transaxle that exceeds the levels of reliability and shift quality of it’s predecessor the 4T40. The transmissions ‘learn as you drive’ calibrated electronic controls enable the transmission to adapt to a all driving conditions. Using various data including temperature and certain driving conditions we usually don’t associate with cars in order to make a precise shift every time.

All 4T45 transaxles use the GM’s ECCC (Electronic Controlled Capacity Clutch) technology for torque converter lock-up functions. ECCC allows a very small degree of controlled slip in the torque converter lockup clutch to isolate drivetrain pulses and contribute to smooth delivery of power.

The transaxle’s low-noise operation is a result of the high degree angle cut on the helix angle gears, (the greater the angle the less noise) and the random-pattern design drive chain. Mass has been reduced through trimming fat off the case and use of materials that save weight without losing integrity. Driver Shift Control is more precise and fun due to the floor-mounted shift lever. Moving the lever rearward and to the right enables engagement of DSC, and small movements of the lever forward or rearward will upshift and downshift the transaxle.

Electronic controls insures the activity in the transmission remains consistent and in top operating order. That is one reason to check the engine lite periodically, an computer or electrical problem will turn the engine light on. The 4T45 has valve body and shift plate which allows the ability to electronically change shifts as signaled by the driver pushing a switch on the gear shift lever.

Choosing the right transmission company is more than price alone. Quality, company integrity and customer service all play a role in your success. When it is all said and done, that is what we want to be remembered for. We also take pride in educating each customer on transmissions so the best personal decisions can be made, we firmly believe an educated consumer makes a better decision. Call now at 1-877-268-06634.

Edsal Fords Unusual Push Button Shift Transmissions

Ford Edsel: First Electric Shift Transmissions

Ford Edsel: First Electric Shift Transmissions

The Ford Edsel was billed as the car of the future. Filling new shoes to compete as the most modern, ahead of it’s times car ever built. Having all sorts of mechanical and cosmetic innovations setting them apart from every other car in the world. Although the Edsel was not the first car to have an ‘electric shift transmission‘ it was the first so called modern car to use a push button electric shift transmission, followed by the Chrysler Imperial in the late 50’ and early 60’s.

The very first ‘electric shift transmission’ was used in the 1914 Norwalks and only 25 models were built. The first systems was developed and manufactured by Vulcan Electric Shift Mfg Co. The systems were built and located in Philadelphia Pennsylvania.

The drivers of the early cars, had to get used to a transmission with push buttons to activate four solenoids from a small shift box, which is how a solenoid is activated. The transmissions electric push button shifter box was attached to the steering tube and you make a choice of selecting between 4 forward speeds, reverse and neutral. There was also a park button which activated a drum brake styled parking brake on the back of the transmission, and a “signal” switch which activated the “ahooga” horn when in reverse.

To make the transmission shift gears one would select a button on the side of the gear selector housing and press it. Then when you pressed the clutch down (disengaged), and as you let the clutch engage (come back up), the button you pushed would send an electric signal to the appropriate electronic solenoid and the shift lever would be ‘told’ or command the transmission to shift to another gear. You could select any gear at any time, but would have to use caution not to select reverse unless the car was at a complete stop.

There were very few cars ever outfitted with this piece of equipment in 1914, maybe only one or two other no-name makes used it. Yet, in concept it was simply so far ahead of the times it was not ready to become successful, and never did for the most part, at least with push button shifters. What has caught on is fully computerized transmissions which use solenoids in an much larger role to put it into gear and command shifts now a days. But obviously they were on to something pretty advanced.

The car was doomed from the start (Edsel) and never caught on for long. My dad had an
Edsel for less than a year. He bought it on it’s billing, and as so many other folks found out, the car was too ahead of it’s time and was nothing but problem after problem, necessitating having to sell it and buy something more suitable, a 1953 Plymouth station wagon.

Trivia is fun. Replacing a broken transmission is not. Use the only company certified to sell you the best in rebuilt Ford transmissions on the market. It is not trivial to say is at the top of the mountain as a transmission supply company. Call us first or last, after speaking with a staff member who is prepared to assist you in making the right choice, I know you will agree with me about what a customer oriented company you just bought a transmission from. 866-320-1182.

Ford PowerShift Transmissions

Good News: Ford Transmissions For Sale Cheap

Good News: Ford Transmissions For Sale Cheap

Ford transmissions are starting the move into the future, now, by replacing their conventional automatic transmissions in small cars with a more technologically advanced design. Through superior design and being easier to drive, the super efficient six-speed dual-clutch gearbox is said to offer better fuel efficiency and increased performance.

The new “PowerShift” transmissions will offer increased savings by up to 9 percent. Ford will start installing them in its small cars beginning in 2013 at the latest and will offer them in almost every car model it builds.

Ford’s shift toward high-performance automatic transmissions – and no, that’s not a pun – comes as the competition grows to boost the fuel economy. Trucks and cars will have to cut the emissions of its entire fleet 30 percent by 2020.

The PowerShift transmission, which you can put into gear and forget like an automatic or you can shift it like a manual, first appeared in the prototype 2004 Ford Bronco. I have no idea why so many cars are introduced in Europe first, but Ford is trying them out in Europe and has started manufacturing the Fusion, Flex and Escape for Europeans as we speak.

“This advanced six-speed is an improvement over today’s automatic transmissions in terms of fuel economy while providing customers with an even more fun-to-drive experience,” Barb Samardzich, vice president of global powertrain engineering, said in a statement.

“PowerShift is essentially two manual transmissions working in parallel through their own clutches. One clutch transmits power for gears 1, 3, 5 and reverse while the other handles 2, 4 and 6. Gear changes are coordinated through the two clutches as they engage and disengage for what Ford calls “seamless” torque delivery.”

“A dry clutch is a real sweet spot for lighter vehicle applications,” Piero Aversa, head of automatic transmission engineering, said in a statement. “It saves weight, is more durable, more efficient and the unit is sealed for life, requiring no regular maintenance.” Source: Autotopia

Although the European-spec PowerShift transmission uses wet clutches submerged in fluid, American buyers will get dry clutch units that are less susceptible to drag after the car sits, especially in cold climates. The US design also eliminates the need for extra hydraulic lines, pumps and coolers, which is one of the reasons the PowerShift is close to 30 pounds lighter than a conventional automatic.

As we venture into the future of automotive transmissions, much of what we are accustomed to knowing and hearing is changing now. We want you to know that our job is to stay right on top of new automotive transmissions and provide a suitable education for you if you have an urgent need for an unusual transmission. Call GotTransmissions anytime between 8 5 p.m. at 866-320-1182 and speak to a real transmission specialist about how we can help you meet your needs, fast.

Toyota Hybrid Transmissions Lead The Way

Toyota Transmissions from Stand Alone

Toyota Transmissions from Stand Alone

Batteries and electronic technology get a lot of attention concerning hybrid vehicles. The Toyota research and development department has been burning the candle and working hard at developing affordable Toyota transmissions for hybrids, which is only one reason they lead the competition in hybrid transmission innovation. Now General Motors, Daimler/Chrysler, and BMW are applying more mechanical engineering to catch up. The three manufacturers are combining efforts to develop a hybrid transmission technology to beat Toyota’s system.

A lot of Toyota success is due to the sophisticated control systems and sound mechanical engineering of the transmission in order to share power with the engine, electric drive motors, regenerative braking, and wheels. Always looking for areas to improve is one way they have outperformed top competitors.

Daimler and GM hybrids are coined ‘hybrid light’, providing limited boosts in fuel economy, BMW does not have a hybrid, yet.

Toyota’s hybrid transmission system is considerably different because its a power-splitting transmission. Competitors such as Honda have integrated electric power by adding motors to more-conventional transmissions, such as the Insight, which is one reason it costs a lot less than a Prius. As a result, a hybrid’s engine must be consuming fuel (operating) for the vehicle to move.

The opposing technology from Toyota enables the Prius sedan and the Highlander Sports Utility Vehicle to start off from a stop using the electric motors only, (thus the small gas engine is off) during the low-speed driving when the least benefits come from the gas motors. Thus, the engine only starts up only when the driver presses the accelerator pedal harder for more power than the electric motors can provide or to recharge the vehicle’s batteries. The internal combustion engine will sometimes start at a stop light if the A/C is on also.

Toyota hybrid transmissions also uses to their advantage its electric-vehicle (EV) mode to drive its hybrids in reverse, so there’s no need to have a built in planetary type reverse gear setup common to conventional automatic transmissions. In practice the electric motors simply reverse in direction. Since it is a CVT design, no gears are involved.

Certain hybrids have been on the road long enough to be out of warranty. Replacing your hybrid transmission is a very touchy subject. By now a few requests for replacement Toyota hybrid transmissions are rolling in.

After talking with the Toyota dealership about cost, and listening to the indecisiveness of many transmission mechanics, people are looking for better sources and options of hybrid transmissions for sale. Want to learn more about your options? Call and speak with the experts in replacement hybrid transmissions in the country. Call 866-320-1182.

Volvo Transmissions New Power Shift Unit

Volvo Transmissions: Automatic and Manual For Sale

Volvo Transmissions: Automatic and Manual For Sale

The two-litre turbo-diesel engines for the Volvo C30, S40 and V50 became available in January 2008, with a new automatic transmission. This new Powershift transmission is a six-speed unit. The most obvious differences are the twin wet clutches that provide better shift quality than that of a fully-automatic transmission.

Along with it’s partner, Getrag, the new transmissions have been developed for Volvo Cars. Powershift operates in theory as two self aligning manual gearboxes. It has a twin wet clutch setup that work independently of each another.

“The two clutches alternate when operating, with one fully engaged while the other fully disengages. Operating in a manner that lets the engine gets full power and maximum power in first gear, while second gear is ready to be engaged. And when second gear has been engaged, third gear is ready to be engaged when commanded, and so on. This flows continuous power, resulting in extremely fast shift with minimal shift overlap while maintaining continuous uninterrupted acceleration.” from

The Powershift function is based on the technology used in a manual gearbox but the difference is that the two wet clutches are each linked with their own input shaft.

The inner shaft regulates the output shaft for first, third, fifth and reverse gears, while the outer shaft controls second, fourth and sixth gears. The clutch function is operated by an electro-hydraulic control unit that ensures that one clutch is shut while the other is open, and vice versa. Each clutch functions like a slip clutch. A piston pushes a number of clutch plates against each other and locks them together through the resultant friction.” from

Powershift has an option built into it that permits sequential shifting, much like Volvo’s Geartronic transmission. Since Powershift does not need a torque converter, planetary gears or multiple wet clutches, there is no wasted energy as in a conventional automatic transmission.

The Powershift transmission can withstand high powered engines too, and in principle has few limitations on ratio choices. This makes it an ideal upgrade for today’s modern, powerful diesel engines.

Modern transmission technology keeps improving. After 25 years in the transmission repair and research industry, I’m used to changes such as this. It never ceases to amaze me. Looking for a replacement Volvo transmission? will amaze you with their inventory of transmissions, the affordable pricing, and pure value built right into every unit. Call a transmission expert who will provide you with answers and solution that fits your budget. 866-320-1182.

The Used Transmission Market

Used Transmissions Cost Less

Used Transmissions Cost Less

The market for used automatic and manual transmissions is the fastest growing part of the replacement auto parts business. Used transmission suppliers are popping up on the internet like a hand full of seeds growing into plants, and you’ll find plenty of so called experts on used-transmissions everywhere.

When trying to locate certified low mileage used transmissions through any online supply companies, ask questions and expect reliable and understandable answers, and get a feel for how each question is answered. Listen for crucial information, including, transmission make, warranty, shipping costs, and never shop by price only. Quality beats a low price any-day.

When you buy from one of the premier transmission recycling yards selling only low-mileage transmissions with no history of any problems, you save time and money. We have supplied used transmissions of all sorts to technicians, transmission repair shops, dealerships, extended warranty companies, fleet companies, and (DIYers) do-it-your-selfers for years. We offer the exact same price, quality and warranty as we do to wholesalers and fleets.

Becoming frustrated and tired of Googling with no end in sight trying to locate a pre tested ‘certified’ and guaranteed to work perfectly the first time and be leak free, then allow us to provide the education you need, and then let us go to work locating the transmission that suits your budget and interests. stocks, ready to ship, the widest range of used transmissions and warranty plans to meet your needs. Ask about our many palns when you call.

Don’t go anywhere else for your used transmission or transmission. We can help you purchase any late model used transmission or transmission. Our used car transmissions and truck transmissions come with one of the best guarantees on the market.

Being at the top of the heap in used transmissions sales is lonely, we continue to set the standard for the industry by outworking our competition, thus assuring “value and affordability” built into every transmission we sell.

Our shipment policies are lenient and some transmissions ship free. Because of our extensive network of qualified recyclers, we ensure quick and safe shipping in a durable container. Become an educated consumer. Feel free to read more articles related to all transmissions on our blog, or, if you would like to speak to a representative, give us a Call at 866-320-1182. “Where Our Customers Send Their Friends”

Related Post: Consider Used Transmissions

Rebuilt Tranmsissions For All Cars Summer Sale

Every time I sold a transmission job, it usually came after I showed my customer the transmission completely disassembled down to the nitty gritty witty. The first thing most people would say is, “wow, all of those parts fit in that case”?

Rebuilt Transmissions for Sale

Rebuilt Transmissions for Sale

Looking at the picture it’s easy to see why. The complexity and staggering amount of parts baffle and dazzle even the brightest of people. To me it was routine. It never even occurred to me that I was working on a piece of equipment that was more complicated than the human body, and sometimes just as hard to diagnose.

So I was surprised every time I heard that. I consider myself above average in intelligence, and have a gift for mechanical stuff. Nothing really scares me, in fact, my recent shoulder surgery seemed like a routine surgical or transmission procedure, not particularly complicated, requiring plenty of patience, skills, and precision. Even the tools are similar.

The first item we need to mention is how to combat the most dangerous enemy, which is to disassemble every piece of the transmission in question for a deep cleaning, surgically clean, if you will, of every part of the transmission. Dirt is the enemy. I can’t stress that enough. I don’t care how meticulous you are in every other phase of a transmission rebuild, if there is any contamination at all, most of the time your rebuilding work was in vain, a waste of time.

After rebuilding transmissions for over 30 years, (26 years in business) my experience is one of my secrets. Going to transmission school is a great idea if you want to learn transmission repair. But some practical experience is your best friend. Why do you think doctors serve an internship and residency? So you are not the first person the new Dr. practices a certain procedure on.

The transmission world is not as well organized, and of course we don’t have to deal with life and death, even though some of my customers almost had heart failure when I delivered the bill.

Why then am I so impressed with the rebuilt transmissions being sold by After inspecting their facility and speaking with the re-builders, it was very obvious every one of them was carefully chosen for their smarts, experience and skills, no internships going on here on the main rebuilding line, so you get a transmissions with experience and value built right into it.

Call us anytime @ 1877-268-0664. is your only source for the finest and thorough transmissions in the world. You can stop your search now.

How to Change the Transmission Filter, Perform a “Flush and Fill” Procedure ..

… on 4th Gen TR4’s (and prior) With “Non-SealedToyota Transmissions.

Thinking About Flushing Out Your Toyota Transmissions?

Thinking About Flushing Out Your Toyota Transmissions?

This DIY guide is designed for the 4Runner owner that has at least minimal mechanical skills, and who wishes to save at least a few hundred dollars over what most foreign auto repair shops, transmission shops and Toyota dealers charge for the same service. It is only applicable to those vehicles that don’t have “sealed” transmissions; i.e.: those with dipsticks for checking the transmission fluid. It is written with the ‘at home’ garage mechanic in mind, the one who needs true step-by-step instructions.

The following instructions assume you’ve already been to the ‘quality’ parts store and have everything you need to perform the task at hand. You may need more than a case of fluid, depending on how nasty the stuff is in your transmission. Many repair facilities say they use up to 18 quarts for a complete flush and fill.

1. Grab a couple of frosty cold beverages from the fridge, throw them into a cooler with some ice, and head for the shop, garage, or driveway.

2. Ensure the vehicle is at normal operating temperature, and carefully raise the front end by either jack stands or ramps. Turn the engine off.

3. Grab yourself a frosty, cold lemonade and enjoy. You’ve gotten this far, you deserve it.

4. If you’re going to “flush” the transmission of all the old fluid, then from under the vehicle remove the front skid plate (between the radiator and front suspension). This will give you access to the transmission cooling return line. Determine which line is the return line by feeling both of them, both at the radiator and where they go into the transmission; the cooler one is most likely the return. In this case, the one that plugged into the after end of the transmission was the return.

5. Remove the drain plug (14 mm) and drain fluid onto the floor, or into a drain pan if you’d prefer not clean up the mess later. You should get about 4-5 quarts.

6. Remove the transmission dipstick, and then the upper section of the transmission dipstick tube by removing the bolt that holds it to the right cylinder head (see photo). Once the bolt is removed, rotate the tube back and forth while pulling up on it until it separates from the lower section.

Remove this bolt in order to separate the upper section of tube from the lower…

7. Remove all but two of the bolts (preferably closer to the front of the pan) holding on the transmission sump pan. Loosen the two bolts you left in a couple turns. Due to the type of gasket material the factory used, sometimes you must tap a gasket scraper with a hammer at the seal plane to separate the pan from the case. Once the pan is loose, hold onto the pan and remove the two remaining bolts and “drop” the pan.

8. Remove the filter. You’re going to get more fluid pouring out as you remove the filter, so make sure the drain pan is positioned accordingly. Note: The after bolt is the longest, followed by a shorter bolt in the middle, then two shorter yet at the forward end.

9. Clean your mess up and have another lemonade.

10. Clean the gasket material from the sump pan. Some folks remove it by using the wire brush wheel on a bench grinder. Also make sure there isn’t any gasket material left on the transmission case.

11. Remove the magnets that the factory left in the sump pan and wipe them clean. If you notice metal shards/shavings on any of them, you’ve got issues requiring further investigation. If not, clean out the sump pan thoroughly, and replace the magnets into the recessed areas of the pan.

12. Install the new filter, and reinstall the pan with the new gasket provided. Don’t use gasket cement; it’s unnecessary. Reinstalled the upper half of the dipstick tube at this point.

13. Time to recheck your work.

14. Pour (4) quarts of transmission fluid in through the dipstick tube. Hopefully you’ve got a transmission fluid funnel, i.e.: the type with the long goose-neck. If not, you’ll need to improvise one. Go slowly, because this transmission can’t accept the fluid as fast as you can pour it in, so it backs up the tube and can spill out.

15a. If you’re going to do so, now you’re ready to start the “flushing” process. It’s easier than you think! In the case of my pals 2003 model, the transmission lines are metal tubes for the first 18” or so after of the radiator, then have a rubber section that clamps to metal tubing again where the lines cross over the front suspension and motor mount. It is at this connection where the rubber tubing meets the after metal tubing that you want to disconnect the cooling line that you previously identified in step (4). Once you’ve separated the line, hold or attach the rubber line to keep it from flopping around like a runaway fire hose, and point the line downward into your drain pan or a gallon jug.

15b. Have said assistant start the car while you watch the disconnected cooling line up front. In a moment or two (after an initial “sputter”), you should get a steady flow of fluid draining into the pan. When the fluid again starts to “sputter” and the flow reduces, have the helper turn off the motor. You should have 3-4 quarts of old fluid now in the drain pan.

15c. Refill the transmission with about 3 more quarts, and repeat the process. You want to continue this “flush and fill” process until you get nice, fresh red fluid coming out of the return line. It may take up four cycles to achieve this state. When that’s the case, re-install the return line and securely clamp in place. Be sure to top off the transmission, and you’re done!

15d. Congratulations are in order.

This whole procedure takes only two hours, including potty breaks and cleaning up. And I saved enough money to stock my fridge with lemonade and mood enhancers for weeks!

The procedure noted above is what worked for me, and should also work for you assuming all things being equal. If you’re unsure of your mechanical abilities, or are otherwise worried about the ramifications of screwing something up, by all means spend the extra money and have it done professionally. But really, in all honesty, this is a very simple job, with low risks and high rewards. Call @ 866-320-1182.

European Cars Make Good Use Of Manual Transmissions

European Transmissions for Sale

European Transmissions for Sale

Typically speaking European drivers consider manual transmissions more suitable for their driving purposes than automatic transmissions, accounting for as much as five out of every seven transmissions made and sold in that area of the world. The two leading reasons for this type of thinking are: (1) the additional cost to purchase a new car with an automatic transmission, and; (2) the unsubstantiated built-in dislike by European drivers for automatic transmissions.

The stereotypical European driver still believes that not having a standard shift transmission causes the driver to miss out on the fun of driving, and overall control a standard transmission affords the driver. In Europe, if a customer can buy an air conditioning system or super sound package for a similar extra cost as an automatic transmission, the majority choose the other options.

Over the last 15 years, with the advancements in automatic transmission technology, including the AMT (automated manual transmission), CVT (continuously variable transmission), and DCT (dual clutch transmission), have been developed. There is a considerable body of positive and negative evidence for each type of transmission style, which of these will prove the most efficient or, the one most accepted by the public.

The most popular new transmission setup is the dual clutch transmission, otherwise known as the “twin clutch,” transmission, with it’s race car heritage and ability to comply to the passenger comfort levels drivers look for in an automatic. The dual clutch units or transmission are based around a counter-shaft design that uses two internal-families of manual transmissions with two input shafts, which share a single output shaft.

In America we tend to have a love affair with automatic transmissions. So there you have it. Is anyone more correct than the other? Absolutely not. Transmission type is a matter of personal preference, do you like to shift gears or not?

Regardless of what is your favorite choice in transmissions, some of you will experience transmission problems someday. The choice then becomes what choices you have in replacement transmissions? Finding people who are trained to be helpful is easy if you call @ 866-320-1182 and speak to a representative about learning more about what might suit your best interests. We have transmissions, used transmissions and JDM transmission for most Japanese cars.