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Be responsible: take your waste oil to a certified depository..

Being responsible to the environment is your duty. Disposing of used engine liquids such as transmission fluid, engine oil and anti-freeze coolants is not only an environmental responsibility, it is also a public health responsibility. Most fluids found underneath your vehicles hood are poisonous to humans, and our pets.

I realized I did not mention this in any earlier posts and I should have. I should have mentioned petroleum waste disposal in the post on changing your transmission fluid.  You can bet that environmental responsibility is married to hi ethics in a repair shop. You should always do your business with a business that meets these challenges.

Every lubrication joint and engine repair shop or any business that produces toxic waste is legally required to dispose of those wastes properly. The government has agencies that keep an eye on toxic wastes disposal. If you are dumping waste oil be prepared to have a GIANT fine levied on you. Most garages and auto parts stores will gladly accept your waste oil or coolant and most cities have a central collection location for petroleum wastes disposal.

Even a simple lawn mower oil change on the driveway produces enough petroleum wastes to create an environmental problem. Every professional automotive transmission repair shop should follow waste disposal rules with strict rigidity.  It is my opinion that this should be an etched in granite requirement for consumers when choosing a repair shop.

Using a company that embraces this paradigm is why you can believe that you are in good hands. Chances are they follow all the rules!!

Using a replacement transmission company that abides by these rules as your source for finding an engine or used transmission is a great way of knowing you are dealing with a legally responsible and morally ethical company.  There is much more qualified and real-world useful information on the Gottransmissions.com blog

Questions and comments are welcome. All advise is free and in terms you will understand, if you don’t understand then let me know, call our professionals at 866-320-1182.

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What it takes to become a qualified transmission technician…

Do you have any idea what it takes to be a transmission mechanic or technician now a days? It takes a lot more than people give us credit for. A top level transmission mechanic has equally good or better manual dexterity and smarts than a brain surgeon. No joke. Do you understand the theory of how an transmission operates or a transmissions planetary system operates?

A top level transmission technician has to be very literate in order to read and comprehend instructions in order to diagnose and repair your car, especially if a scanner is being used… Good basic mathematical skills are critical as well. The best diagnostic equipment is useless unless your technician is well trained in using it, and that takes more than a few days. You certainly wouldn’t want a doctor who couldn’t read an x-ray or interpret MRI results, or recognize the dangerous values in a blood test results.

The real hero in any repair shop is the qualified transmission diagnostician. The owners of the best automotive repair shops send their top technicians to various tech schools and seminar training courses. The courses are certified and are well qualified to teach rebuilt transmission repair procedures or how to diagnose a problem or just to keep up to date on the latest repair info and news.

It’s too bad most folks think “grease monkey” when you mention that your engine or transmission is having a problem and it needs repair. It is true that if you need a used transmission, installing it is greasy. That does not mean stupid. If the mechanic is not looking for the reason your engine has failed then you are being set-up for another failure. What if it was a bad radiator or cooling system that caused your transmission failure and that was not addressed? What do you think would happen? Your new transmission would fail the way the last one did.

You can tell that even the technician who does the replacement or rebuilt transmission installation job needs to be quite observant of the overall condition of anything transmission related. You may have leaked all of the transmission fluid out because one of a bad front pump seal. You know what would happen if that problem was missed? Band-Ouch-Explode.

When you find a shop you can trust hold that shop near and dear. You want to buy an transmission that comes from a quality company like GotTransmissions.com the last thing you need is an inferior product because it will usually cost more in the long run. Take a look at the whole GotTransmissions.com Blog and become an educated consumer concerning some of the must-do maintenance necessary to keep your car running like a Rolex watch.

As a former business owner I can attest to how wonderful it is to do business with a company like GotEngines.com, they make any business look good to say the least. Call anytime for free advise 866-320-1182.

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Part-3 CVT Continuously variable transmissions-Pulley-based CVTs..

More on CVT transmissions from: Part-2 of CVT transmissions.
Pulley-based CVT

Look into a planetary style automatic transmission, and you’ll see a complex world of gears, brakes, clutches and governing devices. By comparison, a continuously variable transmission is a study in simplicity. Most CVTs only have three basic components:
A high-power metal or rubber belt
A variable-input “driving” pulley
An output “driven” pulley
CVTs also have various TCU’s and sensors, but the three components described above are the key elements that enable the technology to work.

The variable-diameter pulleys are the heart of a CVT. Each pulley is made of two 20-degree cones facing each other. A belt rides in the groove between the two cones. V-belts are preferred if the belt is made of rubber. V-belts get their name from the fact that the belts bear a V-shaped cross section, which increases the frictional grip of the belt.

When the two cones of the pulley are far apart (when the diameter increases), the belt rides lower in the groove, and the radius of the belt loop going around the pulley gets smaller. When the cones are close together (when the diameter decreases), the belt rides higher in the groove, and the radius of the belt loop going around the pulley gets larger. CVTs may use hydraulic pressure, centrifugal force or spring tension to create the force necessary to adjust the pulley halves.

Variable-diameter pulleys must always come in pairs. One of the pulleys, known as the drive pulley (or driving pulley), is connected to the crankshaft of the engine. The driving pulley is also called the input pulley because it’s where the energy from the engine enters the transmission. The second pulley is called the driven pulley because the first pulley is turning it. As an output pulley, the driven pulley transfers energy to the driveshaft.

When one pulley increases its radius, the other decreases its radius to keep the belt tight. As the two pulleys change their radii relative to one another, they create an infinite number of gear ratios — from low to high and everything in between. For example, when the pitch radius is small on the driving pulley and large on the driven pulley, then the rotational speed of the driven pulley decreases, resulting in a lower “gear.” When the pitch radius is large on the driving pulley and small on the driven pulley, then the rotational speed of the driven pulley increases, resulting in a higher “gear.” Thus, in theory, a CVT has an infinite number of “gears” that it can run through at any time, at any engine or vehicle speed.

The simplicity and stepless nature of CVTs make them an ideal transmission for a variety of machines and devices, not just cars. CVTs have been used for years in power tools and drill presses. They’ve also been used in a variety of vehicles such as Saturn, including tractors, snowmobiles and motor scooters. In all of these applications, the transmissions have relied on high-density rubber belts, which can slip and stretch, thereby reducing their efficiency.

Briefly, when I was about 6 or 7 years old my dad bought a riding lawnmower. In retrospect, it has a simple pulley and drive wheel CVT transmission. I had no idea what it was back then, it looked weird to say the least, but it did the job, it was Danny proof!!

If you missed Part-1 on CVT, here it is, or Part-2. Please enjoy now…

Next: GotTransmissions.com Blog brings the Toroidal CVTs.

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A traditional automatic transmission…

In a traditional automatic transmission, the gears are literally gears — interlocking, toothed wheels that help transmit and modify rotary motion and torque. A combination of planetary gears creates all of the different gear ratios that the transmission can produce, typically four forward gears and one reverse gear. When this type of transmission cycles through its gears, the driver can feel jolts as each gear is engaged.

Simply put, the theory of operation and parts used in a traditional transmission are all similar and perform similar duties, even if you can’t interchange the parts.

Meaning they operate off of fluid pressure from the front pump. The pressure flows through the proper circuits inside the transmission, directed by the brain or valve body. There are many inputs that can help the transmission make decisions based on how new your car is. Computerized transmissions have a TCM and more inputs than non computerized transmissions. However the basic theory is the same.

The T-700R4 and 4L60-E Chevrolet transmissions are perfect examples of non-computerized and computerized transmissions, respectively speaking, that in essence operate very similarly, except the 4L60-E has a TCM and computer inputs for a more technological shift setup. The guts remain primarily the same, with many parts being interchangeable.

An example of a non conventional transmission is a CVT unit. Becoming more popular nowadays, although they were introduced to cars in about 1987 in the Subaru brand. Not particularly successful at the time. Research tells us at GotTransmissions.com blog that CVT transmissions are coming into vogue again.

Read more about CVT transmissions in Part-1 and Part-2 on our CVT series. Enjoy.

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Part-2: CVT continuously variable transmissions..

­If you’ve read about the structure and function of CVT automatic transmissions in Part-1: CVT Transmissions, then you know that the job of the transmission is to change the speed ratios between the engine and the appropriate (front or rear) wheels of an automobile. In other words, without a transmission, cars would only have one gear…the gear that would allow the car to travel at the desired top speed.

After reading the introductory post-1 on CVT transmissions, introduced by Saturn in 1987, imagine for a moment driving a car that only had first gear or a car that only had third gear.

So the transmission uses a range of gears …from low to high… to make more effective use of the engine’s torque as driving conditions change. The gears can be engaged manually or automatically.

In a traditional automatic transmission, the gears are literally gears — interlocking, toothed wheels that help transmit and modify rotary motion and torque. A combination of planetary gears creates all of the different gear ratios that the transmission can produce, typically four forward gears and one reverse gear. When this type of transmission cycles through its gears, the driver can feel jolts as each gear is engaged.

Unlike traditional automatic transmissions, continuously variable transmissions don’t have a gearbox with a set number of gears, which means they don’t have interlocking toothed wheels. The most common type of CVT operates on an ingenious pulley system that allows an infinite variability between highest and lowest gears with no discrete steps or shifts.

If you’re wondering why the word “gear” still appears in the explanation of a CVT, remember that, broadly speaking, a gear refers to a ratio of engine shaft speed to drive-shaft speed. Although CVTs change this ratio without using a set of planetary gears, they are still described as having low and high “gears” for the sake of convention.

Next, we’ll look at the different types of CVTs: pulley-based, toroidal and hydrostatic. Stay tuned to this story in GotTransmissions.com blog. I have a short and interesting vibe on a lawnmower we had when I was kid (late ’50’s) that had a form of a CVT transmission in it..

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BMW transmissions are made by “ZF Transmissions” …..

In our case, ZF Friedrichshafen AG is a world supplier of automotive and truck automatic and standard transmissions. You can read on Wiki about their long and extensive background and history.

What I want to focus on is the automobiles that use their transmissions. The BMW transmission in particular.,.. Jaguar, Land, Rover, Maserati, Peugeot, and Volvo use the same versions (internally) that are adapted to bolt to the respective engines in the respective brands of cars too..

Obviously ZF builds a heck of a transmission when a who’s who of automotive manufacturers use their products. Ford trucks have used the big ZF five and six speed manual transmissions for years. We can assume then that ZF builds a great transmission. Take care of it and use the proper transmission fluid as in the ZF fluid application chart., and don’t expect any serious transmission repairs for hundreds of thousands of miles.

It is consistent with an article I did on using the proper transmission fluid in your vehicle.

Certainly not every ZF transmission will drive that far, even with great maintenance, which means some cars that utilize ZF transmissions will need transmission repairs or a rebuilt transmission at some point. One piece of info not to forget is that these are excellent and pricey transmissions…simply put, maintenance beats an emergency, like having to have to buy a used transmission.

Here are just a few automobile applications below.

4-speed auto

  • 4HP14 transverse 1987–2001
  • 4HP18 longitudinal 1987–1998
  • 4HP18 transverse 1987–1999
  • 4HP20 transverse 1995–present
  • 4HP22 longitudinal 1980–2003
  • 4HP24 longitudinal 1987–

5-speed auto

  • 5HP18 longitudinal 1992–1999
  • 5HP19 longitudinal 1996–
  • 5HP24 longitudinal 1996–
  • 5HP30

Let me explain the difference between the terms Longitudinal and Transverse in reference to the manufacturers that use a “T” or “L” in the transmission description.

Lets use General Motors and ZF transmissions as an example:

4T60E and 4L60E. The T in 4T60E stands for ‘transverse’. Transverse engines and transmissions are front-wheel drive transmissions that are mounted ‘sideways’ in the engine compartment. Or a transverse engine is an engine/tranny combo in which the engines crankshaft is oriented side-to-side relative to the length of the vehicle. This is also sometimes called an east-west engine. Based on the transmission is bolted to the engine than we call that a transverse or “T” mounted transmission.

Our other choice, the 4L60E, the “L” stands for ‘longitudinal’. A longitudinal transmission is a transmission in which the engine and transmission run along the long axis of the vehicle, front to back. As 99 percent of the rear wheel drive vehicles use.

Starts to make a little bit of sense now. At least in terms of reading transmission designations.

Due to the popularity of ZF automatic and standard transmissions, we rebuilt plenty of them in the 25 years I owned my tranny shop. Of which I sold 3 and a half years ago. Lucky for you or I would not be filling you with my wisdom!

There is no way to escape a hefty bill when any ZF transmission need rebuilding or replacing with a used transmission. The units themselves are engineered beyond most standards. With factory trained assemblers at the manufacturing plants. Rebuild centers and rebuilders, including the rebuilder I employed and myself go to extensive and expensive, week-long training seminars to keep on top of the new units and learn general repair and diagnostic procedures.

Rebuilding a ZF transmission, whether it is a standard or automatic transmission, takes some extra specialty tools. Add them to the existing transmission specialty tools and you have a fortune wrapped up in transmission specialty tools.

Considering the above two paragraphs, it is easy to understand why it is important to use a supplier of transmissions that does the job properly, using factory parts and fluid. There is no way to get around the cost issue unless one uses aftermarket parts. Which is a total disaster from the first time you go for a road test after an overhaul is performed.

Shop by quality, not buy price. Be an educated consumer by reading our GotTransmissions.com blog. Educated consumers make the best choice for their interests and don’t waste money on inferior products. It is cheaper to pay for a quality job one time than getting a budget price… where you are returning to the supplier for warranty work all the time. It makes you wonder how long the transmission will last when you have constant warranty problems.

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BMW transmissions are selling like hot cakes…

BMW is another car that is similar to Mercedes in quality and craftsmanship. BMW is an acronym for Bayerische Motoren Werke AG… or, in English, Bavarian Motor Works. Whatever you call it, the German-based company is one of the world’s most respected automakers, renowned for crafting luxury cars and SUVs that offer superior levels of driving enjoyment.

It wasn’t until 1928 that production began on the first BMW automobile, the Dixi. The car proved tremendously popular, and its success helped the manufacturer weather the Depression. Postwar BMW cars maintained this tradition, winning several racing, rallying and hill climb victories.

Modern BMW’s automobiles continue to evolve and produce a variety of cars that exceed most expectations in terms of what they expected to buy, and what they actually got. Obviously regular maintenance of the cooing system, fan clutch, tires, transmission fluid and all related components is the recipe for lasting driveability of any car. However a BMW can last much longer than an average car due to the quality of engineering, parts and labor used in the factory and dealerships.

That does not mean that engine and transmission problems don’t occur. This is where GotTransmissions.com outperforms the entire field of transmission replacement “specialists”. The desire and drive to satisfy the drivers of these fine cars demands the best. It is not always about the cost of a BMW replacement transmission for owners of this brand of car, although afford-ability is on every-body’s mind now a days. They want a quality product. A transmission that is pre-tested and certified to be in fully operational condition that has no bugs.

When I speak about pre-testing: every transmission sold gets put on a dynamo-meter for almost an hour with an transmission scanner hooked up. By testing rebuilt and used BMW transmissions that long we can prove that there are no heat related problems.

Read more of our GotTransmissions.com Blog to learn about the simple maintenance procedures that get overlooked and become an educated consumer. Educated consumers always make better decisions..

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Part-3: What is a transmission hydraulic servo assembly

The objective of the invention is to provide a hydraulic servo-mechanism for an automatic transmission, which acts immediately upon command from the transmission control unit (if computerized) to the valve body to make shifting decisions.

Another duty of the present servo’s such as in the T-700R4 and 4L60-E Chevrolet and General motors vehicles is to reduce drag on the drum, for improving lifespan of a transmission by setting the operational position of the hydraulic servo to the factory or upgrade kit specifications.

Still another object of the servo system is to reduce shift shocks of the band brake while achieving the specified individual duties. The accumulator softens the shift. It is like a shock absorber to provide a smooth seamless shift.

The jobs of the servo assembly/s become apparent from a review of Part 1 and Part 2 (below) in this series on servo assembly’s. Servo assemblies require a thorough freshen up on all transmissions.

The band is restrained at one end by an anchor pin and expanded by its own springiness when the rod is in the retracted position. The case of the automatic transmission has a machined support surface inside for supporting the outer circumference of the band over a short range thereby to restrict the expansion of the band. The support surface supports the band in the expanded state permanently.

The hydraulic servo has an apply oil chamber to be supplied with the transmission oil pressure created by the front transmission pump,

That’s it. An automatic transmission servo assembly described in full. Another part of the puzzle on how an automatic transmission works. Enjoy more educational automotive transmission articles on our GotTransmissions.com Blog.

Part-2-What is a transmission hydraulic servo assembly

Part-1-What is a transmission hydraulic servo assembly?

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Part-2 : What is a transmission hydraulic servo assembly?

The Duties that a servo performs in an automatic transmission are as such:

1. A hydraulic servo-mechanism for an automatic transmission of a vehicle, is specifically designed for applying a band brake to engage a particular gear range of the appropriate band brake to a drum, where the band has an apply side pin or lug in the case and where the hydraulic servo includes a rod/pin for selectively positioning and holding the rod/pin in one of two positions including an apply position for applying the band brake, a standby position in which the pin is retracted and in a fully released position from the apply position. A retracted position in which the rod is fully backed into the release direction.

FYI: The T-700R4 is a perfect example of an automatic transmission with a classic servo assembly.

2. A hydraulic servo-mechanism, the application of the band brake achieves, for the automatic transmission, at least a first gear stage, a second gear range close to the first gear stage, and a third gear stage interposing said second gear stage between itself and said first gear stage, and wherein the rod of said hydraulic servo is set to the apply position for establishing said first gear stage, said standby position at said second gear stage, and a retracted position at the third gear stage.

3. A hydraulic servo-mechanism according the hydraulic servo has an apply oil chamber for receiving a first oil pressure for pushing said rod in an apply direction, and a return oil chamber for receiving a second oil pressure for pushing the rod/pin in the release direction, and wherein therod is set to the apply position by supplying the first oil pressure to the apply oil chamber, then the standby position by releasing the second oil pressure from the return oil chamber and the first oil pressure from apply oil chamber, and retracted position by supplying the second oil pressure to the return oil chamber.

Simply put, the pin in the servo assembly extends to squeeze the band in order to change from a particular gear range, then releases for perhaps a clutch pack to produce the next gear range. Sometimes the servo and clutch drum combine to make a gear range too. This on off procedure which is controlled by the valve body and is constantly active during your driving experience.

Make sure to come back for our final article on servo assembly’s presented by GotTransmissions.com Blog.

Read Part-1: What is a transmission hydraulic servo assembly?

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Part-1: What is a transmission hydraulic servo assembly?

Introducing the component of an automatic transmission called the servo assembly includes a brief opening description. Servo assembly’s don’t necessarily have to be replaced in a rebuilt transmission, but they certainly should be upgraded to match the duties of your vehicle.

A hydraulic servo-mechanism for an automatic transmission, including a hydraulic servo for applying a brake band to engage a band to a clutch drum. The hydraulic servo includes a rod which is selectively positionable to an apply position for applying the band brake, a standby position in which the rod is released by a predetermined extent in the opposite direction from the apply position, and a retracted position in which the rod is further retracted in the release direction from the standby position to release the band brake.

Short article, yes. Keep tuned in to our GotTransmissions.com Blog for the next 2 segments on servo assembly’s, the history and how they work. Get a cup of coffee and relax while you read this post and the rest of the series to come.

Part-2

Part-3

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