October/November 2013

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FOR THE TRANSMISSION REBUILDING INDUSTRY

TM

FOR THE TRANSMISSION REBUILDING INDUSTRY

TM

OCTOBER/NOVEMBER

2013

The Pressure's OFF

Ford’s CFT30

Pump’n Iron

Pressure regulation and the problems

that can be traced to reduced flow

EXPO Show Highlights!

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PRESSURE TO

PERFORM

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SPECIAL INTEREST

& TECHNICAL

4 KEEP THOSE TRANNYS ROLLING: The Pressure's OFF Ford’s CFT30 — by Pete Huscher

10 STREET SMART: Bound by the Bond!

— by Mike Brown

14 A SHIFTING BUSINESS: Pump’n Iron, Pressure regulation and the problems that can be traced to reduced flow. — by Mark Puccinelli

20 ETE Reman, Building a New Future

24 TALES FROM THE BENCH: Don't Guess: Test! Ford's 4F27E, FN4A-EL, FNR5 — by Jarad Warren

32 The Word on the Street: Stop Clanking Around! — by Mike Souza

38 UP YOUR BUSINESS: “A Kodak Moment… It’s Not A Pretty Picture” — by Thom Tschetter

42 Getting Past Their Listening Filters — by Jim Cathcart

46 Another Expo for the Books — by Steve Bodofsky

54 SHOP PROFILE: Action Transmission Specialists: A Second Chance for Success — by Steve Bodofsky

60 ATRA Classics on the Coast Car Show 2013 — by Steve Bodofsky

DEPARTMENTS

2 FROM THE CEO:

From the Back of the Class — by Dennis Madden

62 Powertrain Industry News 66 Shoppers and Classified 72 List of Advertisers

The views expressed in this publication should not necessarily be interpreted as the official policy of the Automatic Transmission Rebuilders Association (ATRA). Publication of product information or any advertising does not imply recommenda-tion by ATRA.

GEARS , a publication of ATRA, 2400 Latigo Avenue, Oxnard, CA 93030, is

published for the betterment of the transmission industry and is distributed nine times per year. No part of this issue may be reproduced without prior written permission of the publisher. GEARS is distributed to members of the

transmis-sion industry in the United States, Canada, ATRA Members in Mexico & Europe, and related automotive industry firms and individually. Send changes of address to GEARS in care of ATRA. Subscriptions are available by contacting GEARS in

care of ATRA.

Advertisers and advertising agencies assume full liability for all content of adver-tisements printed and also assume full responsibility for any claims arising there-from against the publisher. The publisher reserves the unqualified right to reject any advertising copy as it deems appropriate, with or without cause.

GEARS is designed to provide accurate and authoritative information in regard

to the subject matter covered. It is distributed with the understanding the publisher is not engaged in rendering legal, accounting or other professional service. If legal advice or other expert assistance, is required, the services of a competent profes-sional person should be sought from a Declaration of Principles jointly adopted by a Committee of the American Bar Association and Committee of Publishers.

GEARS also welcomes articles submitted by members of the industry. GEARS

considers all articles for publication that contribute positively to the welfare of the transmission industry, and reserves the right to edit all articles it publishes. If you would like to submit an article to GEARS, include background information about

the author and a telephone number where he/she may be reached. If you want submissions returned, enclose a self-addressed, stamped envelope.

Publisher Dennis Madden Managing Editor Rodger Bland

Online Editor Ron Brattin Technical Director Lance Wiggins

Advertising Frank Pasley Senior Designer Jeanette Troub Contributing Editors: Steve Bodofsky Jim Cathcart Thom Tschetter ATRA Technical Staff: Rolly Alvarez

Kevin Pryor Bill Brayton Mike Brown Steve Garrett Pete Huscher Mark Puccinelli

Mike Souza Jarad Warren Director of Membership & IT Svc Kelly Hilmer Seminars & Convention Manager Vanessa Velasquez

Editorial and Business Offices

2400 Latigo Avenue, Oxnard CA 93030 Phone (805) 604-2000 Fax (805) 604-2006 www.gearsmagazine.com www.atra.com

G

EARS

OCTOBER/NOVEMBER 2013

PHONE (805) 604-2000 FAX (805) 604-2006

Action Transmission Specialists: A Second Chance for Success

Page 54 The Pressure's OFF Ford’s CFT30

Page 4 Bound by the Bond!Page 10

Be sure to read our Feature Story, ETE Reman, Building a New Future,

page 20,

(Paid Advertisement)

Publications Mail Agreement No. 40031403 Return Undeliverable Canadian Addresses to:

Station A, PO Box 54, Windsor, ON N9A 6J5 Email: [email protected]

Issue #179 Printed in U.S.A. Copyright ATRA 2013

Be sure to read our Feature Story,

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2 GEARS October/November 2013

From the Back

of the Class

by Dennis Madden

members.atra.com

FROM

FROM THE CEO

FROM

THE CEO

T

he 2013 ATRA Powertrain Expo in Washington DC marked the 21st of these shows for me, beginning way back in 1993. I’ve loved every one; some more than others.

Up until this year, I’ve always looked at these shows from the perspec-tive of a presenter, my main role being to develop a program I thought would be interesting and relevant to my audi-ence. My time at the event primarily consisted of concentrating on my mate-rial and preparing for my presentation, which meant that I often missed what some of the other presenters had to say.

This year was different: This year I was part of the audience. The fact is, by the time we finished developing the management program, there was no room for an additional speaker. So this year I ended up sitting in the back of the room, really listening to what the other speakers were saying.

It let me view the program from a different perspective. This time I wasn’t thinking about my presentation while the other speakers were on; I was able to view them as you would.

And it couldn’t have occurred dur-ing a better year. This year we inter-mixed some of our most popular man-agement presenters with world-class speakers and personal development experts Don Hutson and Jim Cathcart.

The focus of the management ses-sions was primarily customer based; building relationships, selling value (which is based on the needs of your

customer, not on what you have to

sell!), building your brand, and reach-ing out to younger consumers; the Generation X and Y market. The entire series of programs was designed to help shop owners understand today’s con-sumer, improve sales, and do so with confidence.

One of the most informative ses-sions for me was from Bill Haas on Generation X and Y. He put into per-spective and made clear how these individuals (your current and future customers) think. For a baby boomer like me, it’s easy to pass off some of the idiosyncrasies of these younger gen-erations as odd or bizarre. But if you examine the world from their perspec-tive, it becomes easier to reach them as customers than to consider them a lost cause.

This experience allowed me to see the show as a student of the event, not just the host. It reminded me of how important it is to get out of the day-to-day routines that make up your business experience and expose yourself to what customers see — and feel — when they come into your shop.

It begs the question: Is there some way that you can experience what your customers go through when it comes to auto repair? Maybe not from your shop, but consider having some repair or maintenance performed at a local garage; one you aren’t familiar with. It’s a matter of constantly evaluating what makes for a good customer expe-rience.

The management programs were terrific and I especially enjoyed this year’s lineup, but it was only one part of the Powertrain Expo experience. The majority of the attendees go to the technical sessions.

Each year we try to improve our focus to provide material and programs that are complimentary and relevant. What we’ve discovered is that we don’t need a lot of programs going on concur-rently; we can design a single program that more people find valuable. And based on the feedback, the tech pro-grams were a hit.

Some shop owners are apprehen-sive about training their staff, thinking that, if they train their technicians, they might leave and take that education to their competitors. But as Don Hutson reminded us what is worse than that: “Is not training them and having them stay”

We’ve already started working on next year’s program at the Rio resort in Las Vegas. If you missed this year’s show in D.C., make it a point to mark your calendar now for October 30th through November 2nd.

Understanding your customers and providing value based on their needs was the message I heard loud and clear… even from the back of the class. See you next year!

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For technical questions, contact the Powertrain Assistance Center at 1-800-392-7946 or visit FordParts.com.

*See dealer for limited-warranty details. Remanufactured diesel engines are covered by a two-year/unlimited-mileage warranty.

(6)

4 GEARS October/November 2013 The Pressure's OFF Ford’s CFT30

The Pressure's OFF

Ford’s CFT30

O

ver the past year, ATRA’s Technical Department has been working feverishly to bring you the latest information on today’s continuously variable

transmis-sions (CVTs). In past issues of GEARS

we’ve covered the details for Chrysler’s CVT, the JF011E; and we’ve provided you with a basic understanding of how Ford’s CVT, the CFT30, operates.

In this issue, we’ll cover pressure related problems. They’re common, and you’ll defiantly be working on this unit very soon so be prepared.

Pressure Problems

Like many CVTs, Ford’s CFT30 operates on much higher pressures than traditional transmissions. CFT30 oper-ating pressures will usually be in the range of 220-250 PSI, but can exceed 1000 PSI at times.

The CFT30 has no external pres-sure ports; the only way to check the operating pressure is to monitor the main pressure sensor (PCA MES) and secondary pressure sensor (PCC MES) PIDS with a scan tool. If the TCM detects pressures out of range, the TCM will set one of these codes:

P0840 — main pressure sensor out of range

P0845 — secondary pressure sensor out of range

P0868 — transaxle pressure low P0871 — secondary pressure low P0961 — PCA out of range

Ford claims these codes can be caused by faulty pressure control sole-noids, faulty pressure sensors, a faulty Mechatronic assembly (valve body/ TCM assembly); all of which are caused by either a faulty Mechatronic assem-bly, at a cost of over $1100 P&L, or an internal leak in the hydraulic system.

KEEP THOSE

TRANNYS ROLLING

by Pete Huscher

members.atra.com

Figure 1: Mechatronic assembly with feed tubes

TCC Feed Tubes

Main Pressure Feed Tube

Secondary Pressure Feed Tube Primary Pressure Feed Tube Clutch Supply Feed Tube

Lube Tube (connected to case)

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Ford claims the only way to correct these problems is to replace the trans-mission. But we’ve found that the most common cause for these codes is an internal leak in the hydraulic system. And there are less expensive ways to repair those leaks.

The hydraulic system for the CFT30 is pretty simple. The CFT30 uses seven feed tubes to deliver pres-sure to the various transmission com-ponents. The Mechatronic assembly itself uses seven different feed tubes to deliver pressure to the case. They are (figure 1):

• Clutch supply feed tube • Primary feed tube • Secondary feed tube • Main pressure feed tube • (2) Torque converter clutch

feed tubes • Lube Tube

The Mechatronic assembly routes pressure through the case to the pri-mary and secondary covers, locat-ed on the rear of the transmission (figure 2).

The primary variator and forward clutch circuit uses a feed tube located in the primary cover (figure 3) to con-trol the primary variator and forward clutch operation.

The secondary variator circuit uses a feed tube located in the secondary cover (figure 4) and main case to con-trol the secondary variator operation.

All of these feed tubes use seal-ing rseal-ings to seal each of the circuits.

Figure 2: Primary and Secondary covers

Figure 3: Primary variator feed tube

Secondary Cover

Primary Cover

Primary Variator Supply Feed Tube

The good part

of the story is

you can replace

any of these feed

tube sealing rings

without completely

disassembly the

transmissions case

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Sealing ring shrinkage, deterioration, or damage can cause hydraulic cir-cuit leaks, which is becoming one of the most common causes for pressure codes to set on this unit.

The good part of the story is you can replace any of these feed tube sealing rings without completely dis-assembly the transmissions case. The question is, do you replace the $1100 Mechatronic assembly, or should you take a couple hours labor and a seal kit to repair or reseal the feed tubes, all in an effort to eliminate the pres-sure codes? Depending on the age of the vehicle and the condition of the transmission, resealing the tubes may be worth a shot.

Resealing the Tubes

The first step to resealing the feed tubes is to remove the Mechatronic assembly from the case. With the Mechatronic assembly removed, you'll be able to see the seven feed tubes located in the Mechatronic assembly and/or stuck in the case as shown in figure 1.

Remove each of the feed tubes (identifying their locations for reas-sembly later) and replace the feed tube

sealing rings. Be sure to coat the feed tubes and sealing rings with Ford CVT fluid prior to reinstalling the tubes in the case.

Install the Mechatronic assembly and transmission pan.

Next, remove the primary and sec-ondary covers located at the rear of the transmission as shown in figure 2.

Remove the primary variator feed tube from the primary cover and replace the sealing rings as shown in figure 3.

Reinstall the primary variator feed tube into the primary cover and install the primary cover onto the main case.

Next, remove the secondary varia-tor feed tube from the secondary cover and replace the sealing rings as shown in figure 4. Again, be sure to coat the sealing rings with Ford CVT fluid prior to installing the primary and secondary covers.

Once you’ve reinstalled the pri-mary and secondary covers, check the fluid level and refill as needed. Clear all codes from the computer sys-tem and road test vehicle to recheck transmission operation. If the pressure codes return, you’ll need to replace the Mechatronic assembly.

Replacing the Mechatronic assem-bly is pretty straightforward: Remove the transmission pan, then remove and replace Mechatronic assembly.

Reinstall the transmission pan, check and refill transmission as needed. Clear the codes from the computer system.

With the new Mechatronic assem-bly installed, you’ll have to reflash the vehicle with the latest update. After the reflash, test drive vehicle to make sure the transmission is operating properly.

IMPORTANT: We’ve encountered pump problems and sealing ring leaks in the forward clutch circuit. These repairs will require you to disassemble the transmission.

Well, there you have it: a quick and simple way to take care of Ford CFT30 pressure problems. With a little patience and a better understanding of the CFT30 transmission, you should have no problem keeping those CVT

trannies rolling down the road.

Figure 4: Secondary variator feed tube

Secondary Variator Supply Feed Tube

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T

his is a problem that goes like this:

“I built this 5R55E unit two months ago and it came back bind-ing up in reverse and manual low. I’ve got it apart on the bench and don’t see anything wrong. Everything air checks good. Help!”

This is a very common problem and is usually centered around the ser-vos. This problem has been with us since the A4LD and has continued on through the 4R44E, 5R55E, and into the 5R55W, S and N models.

Hydraulic or Mechanical?

Any time you’re dealing with a bind up, your first step should always be to determine whether the problem is hydraulic or mechanical.

In most of these cases, the problem is mechanical and caused by the servo delaminating and getting stuck in the bore (Figure 1). Of course you need to make sure you check the parking pawl isn’t being engaged by some misalign-ment issue first.

Here’s a quick test to figure out

what’s causing the bind up. Put the vehicle on a lift.

• Loosen both band adjusting bolt locknuts.

• Have a person in the vehicle start the engine, hold the brakes on, and put the transmission into gear. • Slowly release the brake pedal

until the transmission binds up. • Check to see if one of the band

adjustment bolts is tight.

The tight bolt is the adjustment for the band that’s being applied and is causing the bindup. The second part of the test is to turn the engine off. If the bolt adjustment goes lose, you have a hydraulic problem. If it stays tight, look at the delaminating servo as the failure, this is usually the problem.

STREET

SMART

by Mike Brown

members.atra.com

Bound by the

Bond!

Figure 1 1mikebrown1013.indd 10 10/3/13 2:30 PM

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*See our website for full warranty details

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When the servo seals become delaminated it can roll over, causing it to bind in the case. As you can see in the photo, the damaged to the piston causes it to bind in the bore, holding the band on.

If you’ve determined the problem is cause by something hydraulic then look for a problem in the valve body. Begin by examining the gaskets for damage or blowouts. This could have been caused by high line pressure, or warping in the valve body or transmis-sion case. Use a straightedge to make sure the valve body and transmission case are flat.

One last tidbit: we often see a wrong gear start diagnosed as a bind up. The most common problem is the EPC plug (figure 2). Check the EPC

plug for wear. Some technicians like to turn the EPC adjustment in to raise pressure which if overdone could cause wrong gear starts.

What happens is the 1-2 (4R55E) or 2-3 (5R55E) shift valve plug becomes loose due to wear. This allows EPC pressure to flow past the end plug and stroke the shift valve, causing wrong gear starts.

I know it sounds like a lot of work, but take the valve body com-pletely apart. Don’t just pick the valves; make sure no valves are sticking.

Anytime you’re working with an aluminum valve body, it’s very impor-tant to torque it correctly. Overtorquing the valve body bolts can pinch a valve and prevent it from moving freely.

Then, after you remove it, there won’t appear to be anything wrong.

So before you pull the transmis-sion and disassemble it for a bind on this unit, take the time to think about what can be causing the problem… or, more appropriately, what’s not causing it. Sometimes a couple simple tests can save you a lot of time and money.

And that’s not just smart… that’s

street smart!

Bound by the Bond!

Figure 2

EPC Plug

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T

he 4L80E remains a con-stant source of work in shops everywhere. This was GM’s workhorse transmission in the 3/4- and 1-ton truck chassis for many years. But as the years and mileage accumulate on these units, we’re starting to see failure patterns that require extra attention dur-ing the repair process.

On any transmission, many com-ponents are easy to identify as good versus bad. For example, sun gears and planets are pretty simple components to evaluate. Others aren’t so easy.

An oil pump or a valve body for example. There’s a lot that can go wrong with these components that you might miss during a visual inspection.

If the pump output volume drops too low on a 4L80E, there are two prob-lems that can show up:

• Converter clutch lining failure • Overdrive planet failure Low pump volume and converter lining failure is common with most, but not all, transmissions. The overdrive planet failure is unique to the 1997 and later circuit design of the 4L80E.

To follow the progression of these failures, you need to understand the pressure regulator system: how it regu-lates line pressure, and more impor-tantly, the side effects that can occur when line pressure regulation takes place with a weak pump.

The three stages of pressure regu-lation are (figure 1):

1. Zero output: The pressure regulator valve is closed by spring

tension. The engine is off; there’s no pump output. Line pressure is zero.

2. Converter feed: Engine running,

pressure is established from pump output. The valve opens far enough to feed the torque converter circuit.

A SHIFTING

BUSINESS

Pump’n Iron

Pressure regulation and the problems

that can be traced to reduced flow.

by Mark Puccinelli

members.atra.com

by Mark Puccinelli

tension. The engine is off; there’s pressure is established from

Figure 1

(17)

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(18)

3. True regulation: Pressure exceeds the pressure regulator spring tension, so the valve opens further and exhausts excess volume to the sump.

To understand the regulation pro-cess and what goes wrong when pump output is low, it helps to look at the sys-tem backward, starting with stage 3: At the true regulation point, the pressure regulator valve returns excess volume to the sump because the pump out-put pressure has exceeded the pressure regulator spring tension value.

Let’s stop here for a moment and define a few terms:

Spring working height — The

length for measuring spring tension. On this pressure regulator valve, it’s where the valve opens the line pressure port to exhaust; the point of true regulation.

Spring tension — The force the

spring develops when measured at its working height, measured in pounds and ounces.

Pressure regulator valve balance area — The area of the valve that the

pump pressure must act upon to move the valve against spring tension.

Exceeded spring tension value —

When pump pressure is greater than the measured spring tension divided by the calculated valve balance area.

For simplicity, we’re going to dis-cuss the line pressure produced by working against the pressure regulator spring tension only. We aren’t going to factor in EPC boost pressure.

First we need to calculate the area of the valve to square inches. The pres-sure regulator valve has a diameter of 0.623”. Since we’re calculating area, we need to divide that in half to get the radius:

0.623" ÷ 2 = 0.3115"

Now we enter the radius of the valve into the formula for calculating area, πr2:

3.14 x (0.3115")2 =

3.14 x 0.0970 = 0.3046 square inches

So the valve regulation area is 0.3046 square inches. You can also go to the GEARS website and click on the “Extras” tab, there’s some nifty tools there like the “Pressure Analyzer” to help you calculate measurements.

Go to: http://www.gearsmagazine. com/extras/Pressure.aspx

The average 4L80E pressure regu-lator spring weighs 12.00 lbs at work-ing height. A 12.00-lb sprwork-ing divided by the valve area of 0.3046 square inches produces about 39.4 PSI of line pressure.

For the valve to compress to its true regulation point, the pump volume has to be high enough to produce 39.4 PSI or more. If the pump volume isn’t high enough to produce 39.4 PSI, the valve will move inward from spring tension

and stop exhausting excess volume to the sump. Depending on the pump con-dition and RPM, the valve will cycle between exhausting and not exhausting to regulate pressure to 39.4 PSI.

That’s the basics of true regulation with a good pump. Now let’s look at what happens if the pump isn’t provid-ing enough volume:

If the pump volume isn’t high enough, closing the exhaust port to the sump at the true regulation point still may not produce the 39.4 PSI the spring value demands.

Pump’n Iron

Figure 2

Figure 3 Blow Air Here

Grind a 1/16 Wide Flat Here

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STP_Solutions_Ad_PRINT.indd 1 9/27/2013 4:21:48 PM

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If the valve exhaust port is closed and line pressure is still below 39.4 PSI, the valve will keep moving inward from spring tension, because the pressure on the valve balance area is below the calculated spring value. Eventually the valve will shut off flow to the converter cir-cuit.

The con-verter feed cir-cuit consumes a lot of pump vol-ume; it’s a huge load on the sys-tem. The regula-tor valve has a job to do: pro-vide 39.4 PSI of line pressure. If it has to cut off converter feed to do it, it will.

When pump output is low, the valve will regulate pump pressure at the con-verter feed point to produce 39.4 PSI.

If the regulation point is now at the converter feed port, it means the oil pressure that holds the converter clutch off is going to be cut off or regulated under low RPM and high pump demand conditions.

With no or regulated converter clutch release oil, the converter clutch will drag. If the converter clutch drags, it can cause the engine to lug or stall and will eventually burn out the con-verter clutch.

If you look at the converter feed circuit further upstream, you can see that overdrive planet lube is fed directly from the converter feed. You guessed it: Under certain driving conditions, the overdrive planet will have lube oil cut off as well.

This won’t be detectable on a gauge, because the pump is delivering the 39.4 PSI the spring value demands.

It just cut off converter feed and over-drive planet lube to provide it.

You may be able to witness this with a flow meter on the cooler line. If we add the EPC boost requirements to this problem, things really go downhill.

How do you prevent it?

It all starts at the pump intake. You need to make sure you have the follow-ing items in top notch condition:

• A good filter and seal • proper oil level

• Pump tolerances within spec: Ø Maximum gear face clearance

0.0020”

Ø Pump gear to gear pocket 0.0008”–0.0020”

• Flat pump cover

• Pump halves torqued; no impact guns!

• Constant converter feed

Constant converter feed allows the system to maintain a steady source

of oil to the converter feed circuit and overdrive planet. There are several ways to provide this:

• Grind a flat on the pressure regu-lator valve (figure 2)

• Use an aftermarket pressure regu-lator valve

• Replace the coast clutch drum and stator tube bushings; this helps preserve lube oil flow to the over-drive planet

• Make sure the lube orifice pas-sages are open (figure 3 and 4) Time and mileage can create per-formance problems with any transmis-sion component. Sometimes the part will have an unseen defect and your best efforts to restore function may fail. No matter how hard you try, sometimes the job simply requires a new part; not another used one.

Pump’n Iron

vide 39.4 PSI of line pressure. If it has to cut off

When pump output is low, the valve It just cut off converter feed and over- of oil to the converter feed circuit

Figure 4 • When you blow air in through the lube passage,

it must exit at the yellow arrow from within the sator support tube.

• Always run a .086" drill through the small lube hole above the sealing ring to make sure the hole is open.

(21)

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(22)

ETE REMAN

Building a New Future

Big things are happening at ETE REMAN – 160,000

square feet of big things, to be exact.

Located less than a mile away from its current headquarters, the latest real estate purchase by ETE REMAN is the culmination of a family-owned business’ years of hard work.

“This gives us the space we need to continue growing,” explains Lawrence Loshak, Vice President of Manufacturing. “Not only will we have more lines operating, the extra room will allow us to be more efficient. We’re going to be working smarter.”

(23)

(L-R) VP of Finance Deanna Akhmadeyev, Executive Vice President Mikhail Shakhnovich, President and Founder Sam Loshak, VP of Manufacturing Lawrence Loshak, and VP of Sales and Distribution Noah Rickun stand in what will be the production floor of ETE REMAN’s new headquarters.

Once ETE REMAN moves into its new headquarters, it will gain four new dynamometers. Each dyno machine is custom programmed to test a different family of transmissions.

All bushings used are custom machined to spec in the bushing department. This allows for better control over the quality and performance of each bushing.

“We’re heavily invested in our dynamometers – in time and

money,” says Lawrence.

“There’s a lot of time that goes into setting up a transmission to test it. Because of the innovations that have come from

from R&D, we’ve been able to cut that time in half and nearly double our productivity.

Executive Vice President Mikhail Shakhnovich, a hydraulic and mechanical engineer, oversees the Research and Development team responsible for many of these innovations in processes and technology. Currently, his team

team is developing a

computer-operated control system that will set up checkpoints at every step of the remanufacturing process and ensure consistency in product quality.

Once construction is completed, the former big box store will house office, training and meeting spaces, inventory, core processing, and an expanded, fully modernized manufacturing operation.

Twenty-eight

Twenty-eight transmission assembly cells will be served by a master computer-operated conveyor system, allowing for the efficient transportation of components and finished goods.

In addition, four new

dynamometers

dynamometers will be added, bringing the number of dyno testing stations to 14. These stations will operate on proprietary hardware and software that ETE’s Research and Development department has built

built in-house, complete with simulation, data acquisition, and data control for new technologies.

Twenty-eight

dynamometers

GEARS October/November 2013 21

(24)

ETE REMAN

Building a New Future

Big things are happening at ETE REMAN – 160,000

square feet of big things, to be exact.

Located less than a mile away from its current headquarters, the latest real estate purchase by ETE REMAN is the culmination of a family-owned business’ years of hard work.

“This gives us the space we need to continue growing,” explains Lawrence Loshak, Vice President of Manufacturing. “Not only will we have more lines operating, the extra room will allow us to be more efficient. We’re going to be working smarter.”

A panoramic view of ETE REMAN’s new headquarters. Located at 8700 N. Servite Dr. in Milwaukee, Wisconsin, this 160,000 square foot former big box store is more than double the size of its current facility. Some operations, including core processing, have already moved to the new location.

As his interest in the industry grew, he changed his focus from automotive salvage to repair, forming Engine and Transmission Exchange. Eventually, ETE had grown to include three shops and more than 45 lifts. To meet an increasing demand for engines and transmissions, Sam opened a centralized rebuilding facility that would quickly grow

grow into a full-scale powertrain remanufacturing facility.

Today, ETE REMAN is one of the largest and most diverse transmission remanufacturers in the nation. Current offerings include more than 1,800 different foreign & domestic transmissions and transfer cases for more than 16,000 vehicle applications. “It’s important that we keep up with new

technologies,” says Sam Loshak, President and Founder of ETE REMAN. “If we want to continue growing and building more transmissions, we have to adapt. That’s what this new building is, we’re adapting.”

Not

Not bad for someone who got started in the automotive industry by accident – car accident, that is. In 1978, Sam’s car had an unfortunate encounter with another vehicle. In exchange for the parts necessary to repair his car, he worked nights and weekends at a salvage yard. A year later, he would open his own salvage yard, ABC Auto Parts and Service.

Sam Loshak, President and Founder of ETE REMAN ABC Auto Parts and Service, the precursor to what would eventually become ETE REMAN.

(25)

Twenty-eight

dynamometers

Over the past year, ETE REMAN’s product offerings have grown to include transfer cases, front differentials, and 6-speed automatic transmissions.

Over the past year, ETE REMAN has expanded its product offerings to include front differentials and 6-speed transmissions, grown its Customer Loyalty, Product Support, and Production teams by 90 employees, opened warehouses in Dallas, Texas, and Portland, Oregon, and launched its online catalog.

For

For Noah Rickun, Vice President of Sales and Distribution, the creation of this customer tool has been a labor of love. “It’s always been a goal to have an online catalog, but, once we did it, we wanted to make sure we did it right. A lot of thought and effort has gone into developing our catalog. And I guarantee there isn’t a single automatic

automatic transmission catalog that’s as intuitive, sexy, or fast as buyete.com.”

In the new facility, ETE REMAN will continue to expand and refine its offerings.

But Sam’s philosophy on growth remains simple: “You can never achieve quality by focusing on quantity. We’ll make more transmissions, but we’ll also make them better. Without quality, we can never reach the quantity we wish for to grow together with our customers.”

Written

Written by Aimee Brock and Jennifer Porter of ETE REMAN

To learn more about ETE REMAN, visit etereman.com or call 866.717.9800.

(26)

T

he 4F27E transmission family has been around for more than ten years, and has become a fairly common sight in today’s shops.

Ford calls this transmission the 4F27E; it comes in the Focus and Transit Connect. Mazda also has their version: Called the FN4A-EL, it comes in the Mazda 2, Mazda 3, and Mazda 5. Then you have the 5-speed FNR5 that comes in the Ford Fusion and Mazda 6.

These units have some very com-mon wear areas, which can cause some very common problems. In this article, we’ll look at how to test for that wear, using air testing, vacuum testing, and wet air testing procedures. These tests will help you identify problem areas and repair them… before they become a bigger problem.

We’ll look at the servo pin bore, pressure regulator valve, solenoid pres-sure regulator valve, converter relief valve, and the rear cover.

Servo Pin Bore

While it’s called a 2-4 band, the servo and band operation are critical for 2nd, 3rd, and 4th gears. Here’s why: The band is applied in 2nd and 4th gears. But on the 2-3 upshift, direct apply oil is sent to the back of the 2-4 servo.

For that shift, the 2-4 servo acts as

a 3rd gear accumulator, because it still has the 2nd gear oil applied to the front of the servo. Spring pressure combined with 3rd apply oil overcome the band apply oil and the band releases as the direct clutches come on.

On the 3-4 shift, forward clutch oil is released. That cuts off the servo release oil, so the band reapplies for 4th gear.

When the servo pin bore wears, direct clutch apply oil leaks to the sump. This can cause the direct clutch-es to fail.

Testing the servo pin bore is easy and takes very little time:

• Remove the valve body.

• Locate the 2-4 band release port (figure 1).

• Apply air to the servo release dur-ing teardown.

You shouldn’t see any signs of a leak between the servo band pin and the inside of the case. The servo shown had a large leak around the pin bore that needed to be addressed (figure 2).

Don't Guess: Test!

Ford's 4F27E,

FN4A-EL, FNR5

a 3rd gear accumulator, because it still rd gear accumulator, because it still rd Testing the servo pin bore is easy

Figure 1

TALES

FROM

THE

BENCH

by Jarad Warren

members.atra.com

by Jarad Warren

(27)

There are aftermarket kits avail-able for servo pin bore wear: Check with your aftermarket suppliers for the repair.

Torque Converter

Clutch Performance

A common problem is code P0741 — TCC stuck off.

Let’s talk about this code. Just a little testing before the transmis-sion hits the bench will save time and money.

Look at the freeze frame data when the code set: usually you’ll see the torque converter clutch solenoid

com-manded on. The solenoid and valve are functioning normally, but the con-verter can’t keep the slip rate down. The two areas you should check are the TCC circuit and the converter itself.

The torque converter clutch circuit has a problem built into it: It uses two bushings in the pump stator support to separate the torque converter clutch release oil and converter apply pres-sure. Worse yet, the bushings are close

Torque Converter

manded on. The solenoid and valve

Figure 3

There are aftermarket kits

avail-Torque Converter

Clutch Performance

Torque Converter

Clutch Performance

Torque Converter

P0741 — TCC stuck off.

a little testing before the transmis-sion hits the bench will save time and

Torque Converter

Figure 2

Check both stator support bushings

(28)

together and wear quickly because they have so little support (figure 3).

To test the bushings, first you’ll need to plug the hole in the stator sup-port (figure 4).

• Slide the stator support onto the input drum.

• Pour ATF into the input shaft. • Apply low air pressure into the tip

of input shaft.

There should be no oil or air leak-ing around the shaft and

bushings (Figure 5).

You can also check the stator support bushings with a vacuum test stand:

• Clean and dry the shaft and the stator support. • Plug the hole in the

stator support.

• Apply a vacuum to the tip of the input shaft. Testing with vacuum will give you numbers to work with and lets you keep track of pass and fail results. After you install new bushings in the stator sup-port, repeat the test to con-firm your fix.

Valve Body

Let’s test the pressure regulator valve and con-verter relief valve in the main section of valve body (figure 6).

The pressure regulator valve is almost always worn on this transmission. Here’s an easy, quick test:

• Pour ATF into the test port. • Cover the test location. • Apply low air pressure.

If ATF and air leak into the pas-sages next to the test port (figure 7), the bore needs to be addressed.

If you like to compare test results, you can perform a simple vacuum test on the same test port. This can save you time and money, because it’ll show what valves need to be repaired and where you can save money on unneeded repairs.

together and wear quickly because they _{Figure 5}

GEARS October/November 2013

Figure 6

Don't Guess: Test! Ford's 4F27E, FN4A-EL, FNR5

Figure 4

(29)

Chrysler solenoid repair kits:

S-70 Repair Kit A604 Solenoid Pack 1989-98 S-304 Repair Kit A604 Solenoid 2000-Up S-305 Repair Kit A606 Solenoid 1993-Up

D92933 4419478 92933 Wire Harness Repair Kit A604 (Input and Output Sensors) 1989-Up 4854 Solenoid Repair Kit 45RFE 5-45RFE, 68RFE 2004-Up

DK22954B 4617463 Solenoid Kit A518 A618 {Includes Overdrive & Lockup | Governer Pressure Sensor} 1996-99

Filter screens

42740C 8680389 72713 Filter Misc. Screen Filter 4T80E Solenoid 1993-03 42266B 24219045 77717 Filter Misc. Filter 4L60E Force Motor (Late)

42266A 8683769 77714 Filter Misc. Filter 4L60E Shift Solenoid (Small Rectangular) (Snaps on Valve Body Plate) 49565096 4431789 72712C Filter Misc. Screen Filter A604 Solenoid 1989-Up

49965069 4431786 92786 Filter Misc. Screen Filter A604 Solenoid 1989-99 1989-Up 49965063 4539787 Filter Misc. Screen Filter A606 Solenoid Screen Plate

46065096 F2VY-7H187-A Filter Misc. Screen Filter AODE 4R70W/E 4R75W/E Solenoid Feed (In Valve Body) 1992-Up 46341C E6DZ-7G308-A 96711 Filter Misc. Screen AXOD/AXODE By-Pass Solenoid 1986-Up

45065074 Filter Misc. Screen Filter 4R44E 5R44E EPC Limit Filter 1995-Up 45065062 E8TZ-7N113-B 56712 Filter Misc. Screen Filter A4LD TCC Solenoid

46465060 E9TZ-7G308-B 36712E Filter Misc. Screen Filter E4OD/4R100 Solenoids (Fits On Separator Plate) 46865101 3C3Z-7H200-AA 36111 Filter Misc. Screen Filter 5R110W Solenoid Thimble Plate 2003-Up 45065063 Filter Misc. Screen Filter 5R55N Solenoid Plate 1999-02 45065064 Filter Misc. Screen Filter 5R55S 5R55W Solenoid Plate 2002-Up

Seal Aftermarket Products LLC

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More profits for shops is why Toledo Transkit

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AODE 4R70WE 4R75WE

4R44E 4R55E

(30)

Wear in the pressure regulator valve may cause unstable line pressure, hard shifts, and problems with con-verter pressure and lube.

The converter relief valve has two ports that need to be tested. When worn, this valve will affect the torque converter clutch apply and release, and may set converter slip codes.

A vacuum or wet air test at both locations will show whether this bore needs to be repaired. When testing the converter relief valve port A, you’re only checking one valve bore land; when checking location B you’re test-ing two valve bore lands at the same time. So test port B will always leak more than A; this is normal.

Upper Valve Body

In this section of the valve body you need to pay attention to the sole-noid pressure regulator valve. A worn solenoid pressure regulator valve will cause low line pressure and low clutch pressure. This valve commonly wears out and sticks.

The test locations (figure 8) can be vacuum or wet air tested.

There are two locations to test; at location B you’ll need to block the passage on the back of the valve body while testing. The test at location B is

measuring the wear at two valve bore lands at the same time, so test port B will always leak more than A; this is normal.

End Cover

Check the ring lands on the end cover closely, because wear in this area is very common. Figure 9 shows a worn cover at the top ring land. Also inspect the direct drum for ring land wear. This

will cause a 2-3 flare or cause a slip in 3rd gear.

By testing these areas and identify-ing wear, you’ll be able to target the root cause of the condition, instead of simply guessing. Because testing is more effective… and more profitable… than guessing, any day!

Wear in the pressure regulator measuring the wear at two valve bore measuring the wear at two valve bore measuring the wear at two valve bore will cause a 2-3 flare or cause a slip in

Figure 8

GEARS October/November 2013

Figure 9

Don't Guess: Test! Ford's 4F27E, FN4A-EL, FNR5

Figure 7

(31)

150 MID-ATLANTIC PARKWAY, PAULSBORO, NJ 08066 | (866) 2GET-VBX | www.vbxus.com

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We didn't think so. The fact is, with remanufactured valve bodies, what you see isn’t always what you get. Two valve bodies may look the same, but it's the work that goes into the remanufacturing process that determines how well they perform.

At Valve Body Xpress, we do one thing—remanufacture valve bodies—and we do it better than anyone. Every single one of our premium products is individually tested and calibrated to ensure peak performance. All solenoids are either new or individually tested for integrity and efficiency, and we always include multiple industry updates as well as our own exclusive VB-Xtra updates to guarantee the highest-quality product every time. You can always count on expert product support and customer service when you need it.

This commitment to excellence and confidence in our product is why every valve body we deliver is backed by a LIFETIME WARRANTY.

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VBX_Difference_FullPage_Layout 1 8/9/13 9:41 AM Page 1

(32)

A Quality Partnership

Makes All the Difference

Your preferred source for transmission kits and

components is now your partner for differentials.

Th e Transtar team of experts off ers solutions that go beyond the drivetrain. We can now partner with your

business to deliver rear, front, 4-wheel drive and all-wheel drive diff erential rebuilding kits and components.

Plus, we can get you the parts you need within one business day.

To learn more or to place an order, contact your local Transtar sales rep or call 855-TRANSTAR today.

www.transtar1.com

(33)

A Quality Partnership

Makes All the Difference

Your preferred source for transmission kits and

components is now your partner for differentials.

Th e Transtar team of experts off ers solutions that go beyond the drivetrain. We can now partner with your

business to deliver rear, front, 4-wheel drive and all-wheel drive diff erential rebuilding kits and components.

Plus, we can get you the parts you need within one business day.

To learn more or to place an order, contact your local Transtar sales rep or call 855-TRANSTAR today.

www.transtar1.com

(34)

A

s with most manufactur-ers, updates and interchanges become part of grow-ing up, but they also can become night-mares. In this issue of

“Word on the Street”

we’re dealing with a 2010 Dodge Ram 4X4 pickup equipped with a 68RFE transmission that has a “clank” noise caused by a separator plate.

The complaint is a metallic-type clank that only occurs when shifting from drive to neutral. The noise is the same in 2-wheel or 4-wheel drive, and seems to get worse as the transmission tem-perature rises.

The differential and driveshafts were ﬁ ne; the engine and

transmission mounts were all good. Engine idle was normal, with no notice-able driveability problems. No codes present for the engine or transmission.

The noise is deﬁ nitely coming from the transmission. You can hear the clank every time you move the shifter from drive to neutral.

Removing and disassembling the transmission revealed some wear in the clutches and bushings, but nothing that should have caused the clanking noise:

no broken parts, worn splines, or exces-sive endplay problems.

A little research revealed that the customer’s complaint is “normal” by factory standards. What’s interesting about that is they’ve issued a bulletin that addresses this exact complaint: Dodge TSB #21-010-12, dated July 16, 2012, for the transmission and transfer case group.

The TSB addresses a complaint of a “clank noise” when shifting the

trans-mission from drive to neutral. It applies

to 2011–12 Ram 1500, 2500, and 3500 series trucks, plus Durango, Jeep Grand Cherokee, and International trucks equipped with an RFE transmission.

The correction requires an updated valve body separator plate, part number 52120004AB. The TSB doesn’t distin-guish between the 545RFE and 68RFE; it just says RFE transmission. The 545RFE and 68RFE valve bodies are virtually the same. The main difference is the heavier accumulator springs and updated manual valve in the 68RFE. no broken parts, worn splines, or

exces-sive endplay problems. to 2011–12 Ram 1500, 2500, and 3500 series trucks, plus Durango, Jeep Grand

Figure 1

by Mike Souza

members.atra.com

THE WORD

ON THE STREET

Stop Clanking

Around!

(35)

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So how does a separator plate cause a clank when shifting from drive to neutral? The 68RFE ﬁ rst appeared in the 2006 model year. Early models, from 2006 to 2008, used both an overdrive

and a multi-select solenoid to control the overdrive clutch. In 4th and 5th gears, the overdrive solenoid and multi-select solenoid feed oil to the overdrive clutch (ﬁ g-ure 1). In 6th gear, the over-drive solenoid alone controls the oil to the overdrive clutch (ﬁ gure 2).

In mid-2009 to 2010, the overdrive clutch solenoid was eliminated; the over-drive clutch was controlled exclusively by the multi-se-lect solenoid. This required a new style solenoid body and separator plate, for obvious reasons. You can identify the updated solenoid block by

the gray connector (ﬁ gure 3). At the same time they removed the manual 2 and 1 de-tent hydraulic circuits and added “autos-tick mode (sport shift).”

The multi-select solenoid uses a new circuit through the manual valve to pro-vide control oil to the overdrive clutch in 4th, 5th, and 6th gears (ﬁ gure 4).

Stop Clanking Around!

34 Figure 3 GEARS October/November 2013

Figure 2

GEARS October/November 2013 GEARS October/November 2013 Figure 4

(37)

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October/November 2013

FOR THE TRANSMISSION REBUILDING INDUSTRY

FOR THE TRANSMISSION REBUILDING INDUSTRY

OCTOBER/NOVEMBER

2013

The Pressure's OFF

Ford’s CFT30

Pump’n Iron

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EXPO Show Highlights!

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SPECIAL INTEREST

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TABLE OF CONTENTS

G

EARS

From the Back

of the Class

by Dennis Madden

FROM

FROM THE CEO

FROM

THE CEO

T

A higher level.

That’s what you get with Ford gas engines

and transmissions.

Introducing the all-new 3-Year Unlimited-Mile

Warranty – No Commercial Exceptions

The Pressure's OFF

Ford’s CFT30

O

Pressure Problems

KEEP THOSE

TRANNYS ROLLING

by Pete Huscher

[

ETE REMAN

]

This sucks.

The good part

of the story is

you can replace