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6 Channel Plate
8
7
Valve Body
Problems with codes P0741 or P1811?
1
We have the answers.
2
4 3
PROBLEM SOLUTION
• Harsh reverse engagement Boost Valve & Sleeve Assembly
• Soft upshifts, especially 1-2 1 84754-30K
• Low line rise, fwd or reverse
• Delayed engagements Oversized 1-2 (Fwd) or Reverse Servo Boost Valve Kit
• Flared 1-2 shift
• Low reverse pressure
5 84754-40K
84754-TL2 & -TL4
Tool Kits Required
4-3 Downshift
about Business
2008 was a
bumpy
year
for many of us, that’s for sure. It also
was a milestone for ATRA: We learned
ply to fix transmissions: Their purpose
is actually to get their customers back
on the road as efficiently as possible.
Their specialty is automatic transmis-
sions. When shop owners (or anyone
really benefit you… our Members.
The past two years have been a ter-
rific experience for us: collecting data
on consumer buying habits, finding
out what successful shops across the
that, as a trade association, there’s a lot else in your shop) think of themselves USA and Canada are doing, networking
more to member benefits than fixing as transmission repair shops first, they with shop owners through the What’s
transmissions. Not that fixing transmis- limit themselves, even though the Working forum, and bringing that data
sions doesn’t remain at the core of the requirements of a specific repair may to the industry, to help ATRA Members
services ATRA provides; it is. But fix- be identical. improve their businesses.
ing transmissions is just a component Through the What’s Working pro- 2009 will be a challenge for each
of our true purpose: improving our gram, we identified three stages of the of us. The dramatic changes taking
Members’ businesses. transmission industry over the past 50 place in the economy mean businesses
You see, 40 years ago, being able years: may have to adjust the way they think
to fix the transmission was the key to of their businesses to meet the needs of
business success. So ATRA focused Generation I, which focused almost their customers. And those economic
primarily on helping the industry fix exclusively on being able to fix turns will certainly affect the buying
transmissions, through technical semi- transmissions. habits of tomorrow’s consumers.
nars and a wide range of technical Generation II, which focused more We must constantly challenge our
services. But this became a trap, forcing on improving sales skills. purpose and alter our perceptions to
an identity on ATRA as being a “techni- Generation III, which we call “creat- make sure what we’re doing meets the
cal service provider.” In most people’s ing a customer.” needs of the motoring public. This is a
minds we were a hotline; we provided critical time for our industry, and one
technical support. This is where we are today. that must be addressed aggressively if
Some people may see it as a ques- Creating a customer has nothing to do we’re going to survive and prosper.
tion of semantics, but there’s actually with rebuilding transmissions, even for This year, ATRA will continue to
a distinct difference between being a someone who specializes in rebuilding focus on the habits of successful shop
technical service and being a service for transmissions. Creating a customer is owners and work to identify how con-
improving business that also provides about people. It’s about recognizing the sumer buying trends continue to change.
technical support. needs of the consumer, and finding a This, along with continuing research on
The difference? Technical services way to meet those needs. fixing transmissions will make sure that
remain fairly consistent regardless of Shop owners who recognize that ATRA continues to provide the services
trends in the market; they help you fix difference will do much better in this to support its Members with their busi-
transmissions… nothing more. Business changing business climate than those nesses.
services change focus to accommodate still trapped in their rigid rebuilder’s It’s all about business. But that’s
changing market demands. As a busi- identity. nothing new… it’s always been about
ness service, ATRA is constantly rede- But the shops aren’t the only ones business.
fining itself to serve the needs of the who have to change their identity. ATRA
industry. is doing the same thing. Today’s ATRA
This is just like the analogy we use is much more than a hotline or technical
when talking to shop owners about their service. Recognizing that gives us the
purpose. Their shops aren’t there sim- freedom to provide the services that’ll
800-940-0197
Underdrive Hub O.Dr.
O.
O .Dr. Hub Reverse Hub
• Complete line of CVC Remanufactured • Clutch Alignment Tools 4th Clutch
2nd / 4th Retainer
Reverse Clutch
Converters Transfer Case Parts
644
054 596
5 235* 616 241 586 873 238 584
583 Soft Parts 592 886 888 887 285
• Gasket & Seals Kits
577 654 664 885*
244 612 247 582
582
8 251 154 114
053 058
• Master Kits • Overhaul Kits
• Banner Kits (Less Steels) • Chains
www.wittrans.com
996
• Modulators • Rough Service Light Bulbs
760
6
• Washers • R.T.V. Black, Blue, Clear
8 690 895
770 • Bearings
480 429 897
317
7
271 77
770 781
• Technical Manuals
• Gaskets074 • Tools & Equipment
• Bands • Threadlock
• Flex Plates & Flywheels
• Speedo Gears
• Mounts 950
Park • Coolers 926B
Gear
e
761
7
• TeckPak Conversion
M304317B Kits 926
Ca
Case • Superior Shift Correction Packages
Ext. Housing
E 352 3
379
Parts
Pa • Detent Cables 927
95
370 • Transgo Reprogramming Kits
347
352
740
370
y.
4
438
436
Case • Transgo Shift Kits 010
342
420
0
846 300
013 540
T
he call came in on a 98 makes these systems much easier to 51 or 147 Excessive Engine RPM
Mercedes C230 with 722.6 diagnose for two reasons: First, generic 49 or 145 Excessive RPM Sensor 3
transmission that had just OBD-II codes retrieved by some after- 52 or 148 Engaged Gear Implausible
finished being road tested… or so I market scan tools offer vague code def- (Trans Slipping)
thought. The first thing the tech said initions. In this case the only code that 50 or 146 Command Valve Stuck In
was the transmission felt like it had “a would likely set without Mercedes soft- Pressure Position or TCC
drag in 3rd gear.” ware would be P0700. The examples Stuck On
I asked if he meant that it had a 2-3 below for a generic code P0700 show
bind and he repeated that it felt more why this could be a little confusing. Why are there two-digit and three-
like a drag. He said it was sort of bind- P0700 Transfer Case Control digit codes? Codes between 2 and 65
ing but slipping at the same time, like a Module Communication are actual faults that are occurring when
drag during the 2-3 shift. He said that Fault the codes were retrieved; codes higher
during the two or three attempts to shift P0700 Excessive Engine RPM than 96 are history codes — errors
into 3rd gear the transmission would P0700 Excessive RPM Sensor 3 that occurred in the past. For example,
drop back to 2nd, then, every time after P0700 Engaged Gear Implausible a code 52 (in our case) that occurred
that, any time the transmission would (Trans Slipping) previously would become code 148
attempt to shift into 3rd gear it would P0700 Command Valve Stuck in because the computer would add 96 to
go to failsafe, as if there was no 3rd Pressure Position or TCC the two-digit code. This is Mercedes
gear at all. Stuck On strategy for determining actual errors
“Do you have any codes, and what The Mercedes definition for these with repeated faults.
type of scan tool software are you P0700 codes would be: The second reason for needing
using?” I asked. I was pleased to hear 41 or 137 Transfer Case Control Mercedes scan tool software is there
that the scan tool he was using did Module Communication are no pressure taps on this transmis-
indeed have Mercedes software, which Fault sion. To diagnose any slip issues you
Figure 1
EVg`Zgd[[Zgh`^ihVcYWja`XdbedcZcih^cdkZg'%Y^[[ZgZciegdYjXiXViZ\dg^Zh#DjgV[iZgbVg`ZiegdYjXih
^cXajYZ/
IdaZYdIgVch"@^i6jidbVi^XIgVchb^hh^dcGZeV^g@^ih
7gnXd6jidbVi^XIgVchb^hh^dcGZeV^g@^ih
GdVYBVhiZg6jidbVi^XIgVchb^hh^dc=VgYEVgihVcYHdaZcd^Yh
EgdHZaZXi6jidbVi^XIgVchb^hh^dc7ja`8dbedcZcih
lll#eVg`Zg#Xdb
&-%%*-'',+%
Some Days Can Be a Real Drag
Figure 5
1155 N. McKinley Ave. Los Angeles, CA 90059 Tel: 866-EVT-Parts (388-7278) Fax: 323-758-9999
Figure 7
When the clutches for the 4-pinion planet are installed on the
3-pinion hub, the teeth have very little contact (figure 8). The
correct K2 clutch fit to a 3-pinion planet is shown in figure 9.
4L30E Pump
Interchange Part II: by Jon Rodriguez
Ending a Myth
Figure 2
Of the 13 conditions the PCM is look- the changeover itself. We’ll go into the the on/off changeover. Unfortunately
ing for — only the ninth and eleventh specifics of this a bit later. we didn’t discover this trend until after
conditions have anything to do with printing the first article.
command and slip speed: Complaint 4: TCC Cycling So how can you avoid this condi-
9 — TCC is commanded off. This is by far the most common tion? Order a genuine 4L30E solenoid
11 — TCC slip speed is between 20 complaint and usually occurs at light from your local parts distributor. By
and 40 RPM for 2 seconds. throttle. Most of us have diagnosed the way, the OE part number is: 8-
In terms of this changeover, the P1870 codes in applications that are 96042-666-0. Or install the lighter TCC
code would occur if the PCM com- generous with data and have seen that control valve spring from the PWM
manded lockup but the transmission normal TCC slip is 0-10 RPM with application (figure 2). Either of these
didn’t respond. We’ve found that this 40-70 percent duty cycle, depending solutions eliminates the TCC cycling at
condition is due to a faulty TCC sole- on load and the integrity of the TCC light throttle.
noid or pump, rather than the change- circuit; the Isuzu application is no dif- To prevent this from being an issue
over itself. Treat this code as you would ferent. with future changeovers, always install
for unit that had not had the changeover This complaint occurs when the the lighter TCC control valve spring
at all. PCM commands a slip at low speeds from the four-valve pump behind the
and light throttle, but the converter TCC control valve in the two-valve
Complaint 3: DTC P1870 releases entirely. The PCM responds pump. Adding this step to the change-
Now let’s look at the third com- by raising the duty cycle, reapplying over will allow you to use the 4L80E
plaint: DTC P1870 — transmission the converter clutch, and then repeat- solenoid without any problems.
component slipping. Figure 3 was taken ing the process. The root cause of this Many hours of research went into
directly from the 2002 Trooper factory complaint is using a 4L80E TCC sole- this article using information gath-
manual. It shows the criteria for P1870, noid rather than a genuine 4L30E TCC ered from willing members to try this
and again, the changeover won’t meet solenoid. changeover, as well as my own time
any of the necessary conditions for set- The solenoids are the same resis- in developing this interchange. This
ting the code: tance and fit without modification, but changeover has been successful in doz-
10 — TCC slip speed is between the flow characteristics are quite dif- ens of cases prior to the original article,
250 RPM and 800 RPM, 3 ferent under the same command condi- and continues to serve as a viable alter-
times for 7 seconds. tions. It takes a higher duty cycle for native to replacing a worn out PWM
13 — ECCC is on. the 4L80E solenoid to allow the same pump assembly with the over-priced
Provided that the converter, pump, amount of flow under the Trooper’s replacement.
and TCC solenoid are functioning PCM signal. Many parts distributors I hope this clears up any doubts
properly this changeover eliminates the carry the 4L80E solenoid as a replace- you may have about this changeover,
potential for TCC slip. Here again, ment for the 4L30E, and it’ll work fine and find the information useful for
look for faulty components rather than in the earlier on/off units but not with building better units.
N o c o r p o r a t e m e r g e r s , n o f l ashy g i m m i c ks . J u s t t he h i ghes t
qua l i t y par t s a t a r easo nab l e p r i c e.