April 2009

v

Computer • DiagnostiCs • eleCtroniCs • reprogrammingTM

APRIL 2009

42/47RE Transmissions Won’t Shift Without the Alternator

A-1 Transmission Deals With A Code P2123

Computer Reprogramming:

Making Good Money Without Getting Your Hands Dirty

Sonnax Solutions for 42-46-47-48RH/RE

Automatic Drive • P.O. Box 440 • Bellows Falls, VT 05101-0440 USA • 800-843-2600 • 802-463-9722 • F: 802-463-4059 • www.sonnax.com • [email protected]©2009 Sonnax Industries, Inc.

More information is available at www.sonnax.com.

PROBLEM SOLUTION Tool Required Part Number

• Slippage in reverse1. Line Pressure Plug & Sleeve Kit A904 only: 12229-01K• Poor cooler charge at idle

• Slippage in reverse 2. Line Pressure Plug & Sleeve Kits 200" dia 22229-01K• Poor cooler charge at idle 264" dia 22229-04K

• 1-2 shuttle shift3. Governor Bore Plug Kit 22771-14K

• Sensitive 2-3 and 3-2 shifts

• Delayed engagement4. Manual Valve 22771-09

• Converter bushing failure

• Shift timing concerns Standard: 22771-03K• Throttle buzz 5. Throttle Valve Kits F-22771-TL & VB-FIX Oversized: 22771-04K• Poor kickdown, low pressure Heavy Duty: 22771-HDK3

• Missing, cracked or6. Neutral Safety Back-up Insulator 22229-03

broken insulator

• Delayed engagement 7. Lube Regulated PR Valve Kits Standard: 22771A-02K• Lube failures F-22771A-TL7 & VB-FIX Oversized: 22771A-07K

• Lockup shudder 8. 4-Spooled Switch Valves Standard: 22771A-01• Overheated converter 22771A-TL13 Oversized: 22771A-13

• No start9. Valve Body Detent Ball & Sleeve Kit 22771-TL12 22771-12K

• Delayed engagements

• Transmission slips 10. Boost Valve Spring Retainers Package of 5 22990-01• Leakage of 4th gear

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sonnax409.indd 2sonnax409.indd 2 3/13/09 12:10:33 PM3/13/09 12:10:33 PM

SPECIAL INTEREST & TECHNICAL

4 42/47RETransmissionsWon’tShiftWithouttheAlternator

—by David Skora 10 KEEpThoSETRAnnySRolling:A-1TransmissionDeals

WithACodep2123—by Pete Huscher 14 playingwithFireisChangingaSolenoidBecauseof

aSolenoidCode— by Jon Rodriguez 20 Don’tSpillyourJellyBeans—by Thom Tschetter 22 AW55-50SnBushingFailure—by Mike Souza 24 STREETSmART:ToyotawithharshShiftsandmilon

—by Mike Brown 28 TheopeningChapterofyouroperationsmanual

—by Paul Mathewson 34 AnewKidontheBlock:2ml70(Rpom99)

2-mode,part1— by Steve Garrett 38 ComputerReprogramming:makinggoodmoney

WithoutgettingyourhandsDirty— by Bill Brayton 46 oldFriends—andCustomers—aretheBest—by Steve Bodofsky 48 oneindustryWorkingTogether:ATRA/TCRASurveyinformation

50 mEmBERShipmATTERS:DrivingyourselfBackinto

BusinessDuringtheRecession—by Kelly Hilmer 52 plAyingWiThFiRE:Correction—by Jon Rodriguez

DEPARTMENTS

2 FRomThECEo:Weathering

theStorm—by Dennis Madden 54 ATRAnews

57 powertrainindustrynews

61 ShoppersandClassified

68 listofAdvertisers

GEARS

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 advertisements printed and also assume full responsibility for any claims arising therefrom 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.

ChiefExecutiveOfficer Dennis Madden ManagingEditor Rodger Bland TechnicalDirector Lance Wiggins Advertising Frank Pasley SeniorDesigner Jeanette Troub

ContributingEditors Steve Bodofsky Paul Mathewson Thom Tschetter

ATRATechnicalStaff Bill Brayton Mike Brown Steve Garrett Pete Huscher Jon Rodriguez Randall Schroeder Dave Skora Mike Souza

DirectorofMembership&ITSvc Kelly Hilmer Seminars&ConventionManager Vanessa Velasquez BookstoreManager Shaun Velasquez

publicationsmailAgreementno.40031403ReturnUndeliverableCanadianAddressesto:StationA,poBox54,Windsor,onn9A6J5

Email:[email protected]

issue#138printedinU.S.A.CopyrightATRA2009

Editorial and Business Offices2400 Latigo Avenue, Oxnard CA 93030Phone (805) 604-2000Fax (805) 604-2006www.gearsmagazine.comwww.atra.comwww.atraonline.com

APRIL2009

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

TABLE OF CONTENTS


Page 4

Computer • DiagnostiCs • eleCtroniCs • reprogramming

A-1 Transmission Deals With A Code P2123

Page 10

Playing with Fire is Changing a Solenoid Because of a Solenoid Code

Page 14

GEARS

Computer Reprogramming: Making Good Money Without Getting Your Hands Dirty

Page 38

2 GEARS April 2009

FROM THE CEO

by Dennis Maddenby Dennis Madden

Weathering the StormWhether you call it the “per-

fect storm” or just a storm in general, what we’re wit-

nessing with today’s economy is a mess of colossal proportions. The Perfect Storm was a movie made in 2000, which portrayed events that took place in 1991. What happened was several low pressure systems met, creating a massive storm that sank a fishing boat, the Andrea Gail, and took the lives of the six sailors aboard her.

The similarity between that tragic event and today’s economy is that we’re witnessing the results of several events which have combined at one time and place to produce one of the worst econ-omies in years. We still don’t know the extent of it or the casualty list.

What’s important to remember is that, just like the “perfect storm” of 1991, at some point it’s going to end. Back in ’91, the rains finally broke and the clouds parted; the disaster was over and the fisherman of the East Coast resumed their normal lives. Here, too, the dark clouds hanging over the economy and their effects on the trans-mission industry will end, and we can look forward to better days. The ques-tion is, when?

Some of the commentary on this subject may suggest calmer seas are right around the corner. Consider this article in the Eagle Tribune: www.eagletribune.com/punewsnh/local_story_048001406.html. It talks about an increasing number of people hold-ing on to their cars rather than buying new. No great surprise there: When the economy is bad and people aren’t

secure in their jobs, all of a sudden a $3000 transmission rebuild looks a lot more reasonable than going into hock for a $30,000 car.

This information coincides with the message in this story, which talks about the number of dealerships clos-ing, and the projections for more dealer closures for 2009: www.ajc.com/servic-es/content/business/stories/2008/11/02/cardealers.html. Again, no great sur-prise: New car sales have been plum-meting and dealers aren’t able to move their inventories. How many months can they go without making their quotas before they have to close their doors?

Articles like this are easy to find and numerous: just search the internet for “dealers going out of business” and you’ll find more articles on this sub-ject. Some estimates are projecting that we could see more than 3000 new car dealers close their doors by the end of 2009. The Automotive News web site (www.autonews.com/) has even more sad stories about the plight of new car dealers.

What does all this mean to you? For one thing, with 3000 fewer deal-ers, that’s 3000 fewer shops to compete with you for auto repairs. And as deal-ers close, consumers who’ve tradition-ally trusted their cars to the dealership may need to look for a new place to take their auto repairs. So, unless people start trading in their cars for bicycles, it means the backlog of broken cars may be heading to the shops that manage to weather this “perfect storm.”

But don’t forget, it doesn’t simply mean business as usual. Today’s cus-

tomer is looking for more than simply a competent mechanic; they’re looking for trust, they’re looking for reliability, and they’re looking to develop a rela-tionship with the shop they ultimately choose to bring their business to.

And, as we’ve discussed so often in the past few years, more and more women are handling their own repairs. Many of them depended on the deal-ers for their repairs, because, well, the dealership was clean, it was profes-sional, and it catered to them. As the dealerships close, they’ll need to find someone else to bring their cars to.

Both of these aspects of your busi-ness are points we’ve been shouting from the mountaintops over the past few years. Now others are getting on the bandwagon; check out the February issue of Auto Inc: www.autoinc.org/archive.htm.

Sure, times are tough, the economy is in bad shape and there’s a good chance it won’t recover anytime soon. But that could well be terrific news for our industry. This could be the begin-ning of a fantastic year for transmis-sion shop owners, and a rebirth for the auto repair business as a whole. We’re already hearing from shop owners who are seeing an increase in business; some are saying business is the best they’ve seen in the past couple of years.

So get your foulies on (a little sailor lingo there!) and hang tight while we head into the storm and make for dry land… we’ve got an exciting year ahead. Yo ho!

2FmCeo409.indd 22FmCeo409.indd 2 3/13/09 12:25:04 PM3/13/09 12:25:04 PM

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� GEARSApril2009

The title of this article says it all. Every year, more things outside the transmission affect

transmission operation. There’s no question that fixing customers’ vehicles is getting more complicated with every new model.

In this article we’re going to cover the relay control system used on late Dodge trucks and vans. These systems use a PCM-controlled relay to control voltage to the overdrive, lockup and governor solenoids. If the PCM detects a circuit fault for the relay or any of the solenoids, it only has to shut the relay off.

Affect On Us In 1997, the PCM started sup-

plying power to the electromagnetic rotor inside the alternator. At the same time, Dodge engineers tied a few other devices into the same power supply… including the transmission relay.

So the only way the relay can work is if the alternator and charging system are working properly, and there are no related codes. What it also did is give lots of people working on 42/47RE transmissions something else to worry about.


by David Skora

GEARS April 2009 5

Alternator BasicsBefore we get into checking the

relay control circuits, we should take a moment to become familiar with alternators. After all, several of today’s hybrid cars and no doubt cars in the future won’t use transmissions as we know them. Instead, they’re going to have one or more alternators to move the car forward and generate electricity during braking (figure 1). Guess who’s going to fix them: You are, that’s who.

Inventors have been toying with alternating current (AC) generators for over 150 years. But it wasn’t until miniature diodes were available in the early 1960s that the modern alternator was born. That’s enough of a history lesson.

The reason alternators are the engi-neers’ choice for generating electric-ity is that they’re very efficient. Most alternators are in the range of 60-75% efficient. And with a little wiring modi-fication, they can also work as electric motors.

The two most common alterna-tor/motor designs are the Permanent Magnet Motor and the Induction Motor (figure 2). They can produce 3-phase alternating current or they can turn AC into rotating torque to drive the vehicle. When used for operation in a hybrid, these alternator/motors can be

as large and as heavy as an automatic transmission.

Automotive alternators include a rotor (electromag-net), a stator, and a set of diodes that form a rectifier. The rotor typically has six electromagnets which vary in strength depending on the field voltage applied to them. We’ll test this later in the article.

As the engine spins the rotor, the rotor induces alternating current into the stator. The stator is the coil of wire wound around an iron support and mounted to the alternator housing. The rectifier’s job is to convert AC into DC. At this point the alternator’s job is done.

Automotive alternators can produce more current than required, so a regula-tor controls the current level from the alternator to pro-vide just enough current to operate the vehicle’s elec-trical devices and keep the battery charged.

In case someone asks you, there are two stator designs. The most common

Figure 1

Figure 2

4skora.indd 54skora.indd 5 3/13/09 12:55:17 PM3/13/09 12:55:17 PM

6 GEARS April 2009

design is the Delta. These alternators typically produce less voltage but more current than the Star design, which can develop more voltage but less current. For automotive use, neither design has a big advantage over the other (figures

3 and 4).One difference is that the Star

design begins producing voltage at lower RPM. The alternators used on Dodge, GM and high-output Fords use Delta-wound stators. A few older 35-60

amp Ford alternators were Star wound. But most of these have been superseded by the Delta design.

Earlier, we mentioned that the rotor is a series of electromagnets. When the rotor spins inside the stator, the alterna-tor produces alternating current. The faster the rotor spins, the more current and voltage the alternator produces. Since electrical demands on the vehicle vary and the rotor spins at variable speeds, the easiest way to regulate volt-age and current is to control the voltage to the electromagnets.

TroubleshootingIf a late-model Dodge truck with

a 42-47RE unit comes in with a “trans relay stuck off” code or in limp mode, the first thing to do is troubleshoot the charging system. Don’t forget the basics like checking the battery condi-tion, state of charge, and making sure that the battery and alternator cables are clean and tight.

• Connect a battery charge tes-ter, voltmeter or current probe to the battery terminals.

• Start the engine.• Check the state of charge on

the battery and charging system with your test equipment.

Checking Source VoltageIf the alternator isn’t charging

properly, you’ll need to check the sys-tem, beginning with the source voltage to the alternator (figure 7). Check the white/dark blue or dark blue wire at the alternator connector (pin 2) for 12.2 volts (PCM source voltage).• If there’s no voltage present, refer

to the next heading to check for missing source voltage.

• If voltage is present, monitor the dark green wire at the alternator connector (pin 1) for voltage.

When the alternator is under a light load, a typical voltmeter reading on pin 1 should be 8-10 volts. If there’s no voltage, the rotor or brushes may be open.

When you turn the headlights or other electrical loads on, the voltage to pin 1 should drop to 4-5 volts (figure 5). This would indicate that the PCM is increasing alternator output.

If you need further verification that the alternator can produce voltage

Figure 3: Delta Design

Figure 4: Star Design

Figure 5


4skora.indd 64skora.indd 6 3/13/09 12:55:39 PM3/13/09 12:55:39 PM

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8 GEARS April 2009

and current, ground the dark green wire (full field the rotor) and see whether the alternator output increases.• If alternator output increases with

the dark green wire grounded, the alternator is good. Check the PCM for codes or the data stream for false battery temperature.

• If the alternator output doesn’t increase either with the PCM con-trol or grounding the dark green wire, replace the alternator.

IMPORTANT — Constant heavy use or additional load devices added to the vehicle’s electrical system can greatly reduce the life of the alterna-tor. Figure 6 is an example of a burned stator assembly from an overloaded electrical system.

Missing Source Voltage Perform these checks if the trans

relay is stuck off or you find no voltage at pin 86 of the relay socket panel with the engine running. Keep in mind that there could be several reasons for this. Decide which of these 4 situations is causing the source voltage to be miss-ing and perform the appropriate tests:

Issue 1: The PCM set an alterna-tor-related code.

Check the rotor field wiring (fig-ure 7) and alternator. After making the repairs, clear codes and check for cor-rect source voltage at the trans relay.

Issue 2: The circuit is open between the power source and pin 86 at the trans relay.

Test the circuits for opens or shorts to another circuit. You may have to bypass the faulty circuit with a new wire.

Issue 3: Some device may be con-suming more current than it should and drawing the voltage away from pin 86 at the trans relay.

Depending on the situation, the PCM may continue to supply the volt-age and not set a code. Using the appro-priate wiring diagram, locate all the devices sharing the PCM power source. Unplug them one by one, and see if the source voltage returns to trans relay panel pin 86. If there’s still no voltage at pin 86, see issue 4.

Issue 4: The PCM has an internal problem and can’t provide a voltage signal to pin 68 at the trans relay.

At this point, you have verified

that the circuits out-side the PCM are capable of working. This leaves the PCM as the remaining sus-pect. Use the next test to check the PCM.• Using a fused

jumper, connect 12 volts to the white/ dark blue or dark blue wire at the PCM.

• Verify that voltage is present at pin 86 of the trans relay panel. If so, the PCM is bad.

The wiring diagram (figure 7) pro-vides a general view of the circuits. Refer to the specific wiring diagrams for the year and model you’re work-ing on.

Each year, more and more of the vehicle’s control systems become inter-woven with the transmission and its operation. But by understanding the systems and how they work, diagnosis is no more difficult than checking a switch or solenoid.

Figure 6

Figure 7


Normal Color

Dark Color = Overloaded

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10 GEARSApril2009

This starts like many other days on the HotLine. But today, one Member had a

whole new problem that was not only interesting, but needed to reach the pages of GEARS.

I received a call from Scott Miguel, the owner and diagnostician for A-1 Transmission Center in Sacramento, California. A-1 Transmission Center was established in 1965. Scott, the cur-rent owner, joined A-1 in 1988, after meeting the previous owner during a golf game at a local course. The previ-ous owner was so impressed with Scott that he offered him a job, which Scott readily accepted.

Three short years later, Scott had learned everything he could about the transmission business and decided he was ready to take over. He purchased A-1 in 1991 and has been building his business with retail customers, fleets and local dealerships ever since.

A-1 is a small-to-medium sized repair shop, with eight service bays (figure 1) and three employees (figure 2): Scott Miguel, Paul Edwards and Jack Eddy.

Scott does it all at A-1: He’s the owner, operator, diagnostician, custom-er relations coordinator, and quality control person. But this time Scott had a whole new problem to deal with.

A Whole New ProblemScott was working on a 2002 Saturn

Vue, equipped with a 3.0L engine and an AF33-5 transmission, that was sent to him from one of his local dealership accounts. When the vehicle arrived,

Scott verified the vehicle was experi-encing wrong gear starts and the Check

Engine light was on. His first step was to check for codes.

Keep Those Trannys rolling

by Pete Huscher

Figure 2: Scott Miguel (owner), Paul Edwards & Jack Eddy

Figure 1: A-1 Transmission Center, Eight service bays to work with.

A-1 Transmission Deals With ACode P2123

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12 GEARS April 2009

Scott found code P2123 (APP sensor circuit #1, high volt-age) in the engine control module (ECM). No other codes were present. He tried to clear the code, but it reset immediately. He then monitored the commands to the transmission and veri-fied that the computer system had indeed commanded failsafe, which is fifth gear.

Scott then monitored the accelerator pedal position (APP) sensor circuit and found that the APP sensor #1 circuit voltage didn’t change with the accelerator pedal position, but APP sen-sor #2 circuit voltage did. He then inspected the wiring harness and the connections at the ECM and the APP sensor. Everything looked good.

Scott replaced the APP sensor (figure 3) and attempted to clear the code again. But the code reset immediately. That’s when Scott called the ATRA HotLine.

While talking to Scott, I looked up the code; it was setting because the ECM was encountering a high voltage reading (above 4.8 VDC) on APP sensor #1 circuit.

After discussing the diagnostic rou-tine with Scott, I faxed him copies of the transmission system wiring schematic. He was ready to take another look at the APP sensor circuits.

Stray VoltageScott called back the next day. He’d

been following the diagnostic routine for the APP sensor circuit and ran into something that didn’t make sense: APP sensor #1 circuit had 7.5 VDC. How was that possible? The APP sensor receives a 5-volt reference signal (figure 4). How could there be 7.5 volts on that circuit? The only thing we could figure was the circuit was probably shorted to a power source.

The next step was to isolate APP sensor #1 circuit from the rest of the APP sensor circuits to determine where the extra voltage was coming from. I told Scott to cut both ends of the APP sensor #1 circuit, one end at the ECM and the other at the APP sensor. Then he back-probed the ECM terminal; there was no voltage at the ECM.

Next he checked the APP sensor #1 circuit at the APP sensor. The voltage at the APP sensor was 0.5 volts at closed throttle and would rise to 4.5 volts at wide open throttle. So the APP sensor was capable of producing the correct voltage signal.

A-1 Transmission Saves Local Dealership from Code P2123

Figure 3: APP sensor (located on accelerator pedal)

Figure 4: Diagram of APP sensor circuit

Scott replaced the APP sensor (figure 3) and attempted to clear the code again. But the code reset immediately. That’s when Scott called the ATRA HotLine.

10pete409.indd 1210pete409.indd 12 3/18/09 10:22:26 AM3/18/09 10:22:26 AM

GEARS April 2009 13

Finally Scott backprobed the wir-ing harness APP sensor #1 circuit; the wire had 7.5 volts with both ends of the wire cut. This proved that the APP sensor #1 circuit wire was shorted to a power source somewhere in the har-ness.

Bypass TestingScott wanted to check the system

by running a bypass circuit from the APP sensor to the ECM, to see if that would correct the APP sensor circuit fault. He connected a new wire to the APP sensor #1 harness connector at the APP sensor (figure 5) and ran it to the APP sensor #1 terminal at the ECM (figure 6). Then he cleared the code and waited a few minutes to see if it would reset. It didn’t.

Then he took the vehicle for a test drive. The Check Engine light didn’t come on and the transmission worked perfectly. After driving for several miles with no problems, he returned to the shop and rechecked for codes. No codes, and everything was working perfectly.

Scott called the dealership to explain the problem and recommended further inspection of the main wir-ing harness. The dealership declined further inspection of the harness and requested that he bypass the APP sen-sor #1 harness circuit.

He removed the butt connectors and wire that he had used to bypass the circuit and routed a new wire along the outside of the existing harness. He sol-dered the connections and sealed them with shrink tubing. Then he road tested the vehicle again. Everything worked fine: No Check Engine light, no codes, and the transmission shifted perfectly.

After making the final checks on the APP sensor circuit, wiring harness, harness routing and connections, Scott was ready to give this vehicle a big thumbs up (figure 7) and deliver it to the dealership.

Scott spoke with the dealership several times since this repair and the vehicle continues to work perfectly. This just goes to show, with the right information and a little bit of patience, you, too, can work through a stray P2123 code, and keep those trannys rolling.

Figure 5: APP sensor #1 signal wire circuit bypassed at APP sensor

Figure 7: Scott gives a “big thumbs up” after final test drive

Figure 6: APP sensor #1 signal wire circuit bypassed at ECM

14 GEARS April 2009

Welcome to another edition of Playing with Fire. Instead of discussing interchange,

we’re going to go over solenoid code diagnostics.

It’s an all-to-common occurrence for a solenoid to be replaced because the code definition contains the word “solenoid”… and then have the code come back, because the root cause of the failure wasn’t the solenoid at all.

We’re going to go over the differ-ences between performance codes and electrical codes, and see how to diag-nose them properly before replacing a solenoid.

Performance CodesJust about every manufacturer has

solenoid performance codes. A solenoid performance code might as well be a ratio code; it means the solenoid is working properly electrically, accord-ing to the computer.

What isn’t working properly are the results of the solenoid’s operation; the gear it’s responsible for is slipping or missing. The computer identifies this performance problem through the speed sensors, so the condition may or may not be accompanied by gear ratio error codes.

An important first step when com-

ing across any solenoid code is to look up the code definition in your repair manuals or software. The criteria the computer looks for when setting the code will be listed in the definition or diagnostic tree.

If the code is ratio-related, you only need to check the solenoid for mechanical operation: Resistance or other electrical tests aren’t necessary if there aren’t any electrical codes pres-ent. The vehicle’s computer has a built-in ammeter that constantly checks the solenoid during vehicle operation, so it’ll set an electrical code if it detects an electrical problem in the solenoid

circuit. How do you test a solenoid mechan-

ically? Depending on the solenoid, you may have to use special testing equip-ment that checks solenoid flow using air or fluid. Remember, you’re check-ing the solenoid’s mechanical opera-tion. On other solenoids, applying regu-lated air through the working end of the solenoid with a rubber tipped blow gun will work (figure 1).

When checking an on/off solenoid, energizing the solenoid will either open or close the valve inside, and either stop flow or let it come through. You’re just looking for a change of state.

PLAYING WITH FIRE

by Jon Rodriguez

Playing with Fire is

Because of a Solenoid Code

Figure 1

14jonrodrgz409.indd 1414jonrodrgz409.indd 14 3/17/09 1:54:51 PM3/17/09 1:54:51 PM

16 GEARSApril2009

Pulse Width Modulated (PWM) solenoids require spe-cial equipment to provide the duty-cycled control signal and measure the solenoid’s flow char-acteristics.

What it comes down to is this: Solenoid performance codes are only rarely caused by a faulty solenoid. More often they’re caused by another part of the sys-tem; replacing the solenoid won’t help. So how can you determine what’s causing the code?

The first step when diagnosing a performance code is to test drive the car and see what gear seems to missing or slipping. A clutch-and-band application chart will help guide you to the component that’s responsible for the missing or slipping gear. After you have an idea of what component is causing the slip,

Figure 2

Figure 3

Figure 4


16 GEARSApril2009

GEARS April 2009 17

continue the diagnoses as you would for an internal problem. (Check band adjustments, air check individual components, check fluid and sump condition, etc.)

Electrical CodesThe computer will set a solenoid

electrical code if it measures incor-rect amperage in the circuit, or sees an improper inductive spike when operat-ing the solenoid. The amperage that a solenoid draws is based on the amount of voltage being supplied to the sole-noid, divided by the amount of resis-tance in the solenoid. That’s Ohm’s Law (figure 2).

In an ideal situation, the code would indicate an existing problem (hard code); checking the resistance with your multimeter would reveal the problem instantly, and changing the solenoid would eliminate the code. Those are the easy ones. The harder ones are the codes that come and go, or aren’t caused by the solenoid at all. We’re going to go over those types of problems.

In most applications, all three domestic manufacturers use a system that provides power to all of the sole-noids from a common source. The com-puter grounds the solenoids to operate them, and monitors amperage from the ground side of the circuit. Which leaves two things that can go wrong:1. A problem with the voltage supply

to the solenoids (ignition switch, fuse, battery, etc.)

2. An open or shorted signal wire from the computer to the solenoid.

We’re going to refer to ATRA Technical Bulletin #1244. The bulletin provides all of the wiring schematics for Chevrolet and GMC trucks with a 4L60E, from 1993 to 2006, and high-lights the points of interest when deal-ing with power supply issues.

Rear wheel drive GM pickups are a good vehicle to use for going over these diagnoses because of the number of switch issues that can cause solenoid codes. Keep in mind that Ford and Chrysler have a slightly different way of supplying power, but you can use the same approach to diagnose those vehicles.

Voltage SupplyStart by logging on to www.atra.

com and print out a copy of bulletin #1244. The bulletin pertains to solenoid electrical codes in GM Rear Wheel Drive Vehicles being caused by Ignition switch issues.

Sometimes the computer will set every code for each solenoid that’s powered by the E wire; other times it will only set one code. The computer sometimes will set one electrical code and then go into limp and not monitor the rest of the solenoids. Other times, you’ll get lucky and have every electri-

cal solenoid code except for the EPC and Pressure Switch Manifold, because they’re on their own circuits. When all the codes are set at the same time, it’s safe to jump straight to a power supply diagnosis.

You’ll notice several areas circled on the diagrams in the bulletin. These are points for testing. For these tests you’ll need a quality multimeter; not a test light. A test light won’t work because a drop of as little as one volt can cause the code or codes to set. A test light can only tell you if power is present; not whether it’s low.

18 GEARSApril2009

First start with the battery. With the key on, engine off (KOEO), measure and record battery voltage; that’s your system voltage value. A new battery should provide a no-load voltage of 12.6 volts. Use the chart in figure 3 to determine the condition of the battery. If the battery is outside limits, substitute or replace the battery with a good one.

Now that you have your system voltage value, backprobe the transmission harness con-nector and measure the voltage supply. If it’s below system voltage, work your way back to the voltage source until your voltage rises to within 0.1 volts of the system voltage.

The resistance is hiding between this last measurement and the previous one. If it’s at a connector, it’s most likely inside where the cop-per wire is crimped to the terminal. You may see green or white corrosion on the copper; that’s all it takes to throw the system off. Clean and retest; in some cases you may have to replace the connector.

On GMs, it’s common for the ignition switch to wear and add resistance to the circuit. Here’s a shortcut for testing the ignition switch:1. Remove the fuse that provides power to the

transmission. In GM trucks, it’s located in the fuse compartment on the driver’s side dash (figure 4).

2. Set your multimeter to DC volts.3. With KOEO, connect the positive meter

lead to the fuse clip that has voltage with the fuse removed.

4. Connect the negative meter lead to the negative battery terminal.

5. Set the parking brake to keep the car from rolling.

6. Place the transmission selector lever into reverse so the engine won’t start when you turn the key.

7. Slowly move the ignition switch through its positions: ACC, RUN, and START — and work it back and forth.

A faulty ignition switch will cause the voltage readings to fluctuate as the corroded contacts in the switch make and break connection. A good switch will have less than 0.10 volts fluctuation during this test.

Another quick test to see if the power supply is causing the codes is to connect a fused jumper wire from the positive battery terminal to the E wire, as close to the transmission connector as possible (figure 5). This will bypass the rest of the circuit; if the codes don’t return with the jumper con-nected, you know it’s because of a problem in the power feed circuit.

Keep in mind that you won’t be able to turn the engine off until you disconnect the jumper wire from the E wire.

If connecting the jumper wire does not eliminate the code(s), chances are you’re dealing with a bad solenoid,

a circuit problem between the computer and the solenoid, or a bad computer.

A quick test to eliminate the computer is to perform a solenoid bypass test: connecting a known-good solenoid with the same resistance as the solenoid in question, and wiring it directly to the computer (figure 6).

The computer has no way of knowing the solenoid is wired in at the computer, or if the solenoid even belongs to that transmission. It just has to be the same resistance and have a good power supply. If the code returns, the problem is either in the short amount of wiring between the computer and the test solenoid, or the computer itself.

Even though we focused on GMs for this article, the procedures and electrical theory we discussed can be used on several vehicles that comes into your shop, and will help you conquer the toughest solenoid electrical problems that come your way.

Figure 5

Figure 6


As a dedicated transmission professional Rick Basta, owner of Transmission Kings, knows the secret to a successful shop is dependable performance and satisfied customers. That’s why he rebuilds with TransTec®.

No surprises. Buy a TransTec® kit and you can bet the bank that all the parts required for the job are there and that they all fit. It’s no accident; our engineering department, product development and technical staffs, plus a proven QA system, combine to give you the assurance you can’t get anywhere else.

Manufactured to meet the strictest OE standards, TransTec® kits contribute to a faster rebuild with virtually no comebacks. And detailed technical inserts reinforce what the technicians learn at various seminars. These are just a few reasons why transmis-sion rebuilders request “the kit in the gold and black bag”.

TransTec® kits are produced by Freuden-berg-NOK™, the American partnership with more than $6 billion in resources. Yet it is the close, personal support that impresses transmission shops like Rick’s.

TransTec® makes it easy.

Rick Basta, Owner of Transmission Kings

Cleveland, OH

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20 GEARSApril2009

Since most leads are by tele-phone, you need to become a master at converting those

leads into actual shop visits. Because, no matter how good you are at selling jobs, if you don’t get the car into the shop, you don’t get the chance to make the sale.

Your primary objective with any lead is to get the car into the shop — not to sell the job, quote a price, give an estimate, nor for that matter, to get the customer into the shop. You need to get the car into the shop!

This is not a debate about giving prices on the phone. Today’s Internet-savvy consumers are more informed and more vigilant when it comes to major purchases. But I do believe pric-es should only be given after an effort to get the car in without giving a price.

My first sales job involved mak-ing cold sales calls on businesses. The primary objective was to speak with the decision maker. Most decision makers have a gatekeeper to screen and run off salespeople. The first rule when speak-ing with the gatekeeper was, “Don’t spill your jelly beans in the lobby.” In other words, don’t make your sales pitch to the gatekeeper. Just say enough to create some curiosity.

When it comes to the telephone, if you give a price, you’ve spilled your most precious jelly bean: curios-ity. Price is what every caller is most curious about; they want to know the price, and they want to know it now, if possible.

Another important jelly bean is hope. All callers are hoping that it’s going to be simple and inexpensive. If you guess at a price for a rebuild, you’ve lost your hope jelly bean.

Remember; no matter what the customer says or asks, what they really

want to know is, “What do I have to do to find out how much it will cost to fix my problem?” In the previous article I gave you a short script that will work most of the time.

So now let’s look at how you can handle those callers who don’t agree to an appointment… yet. Since you’ve offered flexible times, a free check, and to do it while they wait, this caller is going to require a little more finesse.

Here are a couple of responses that have worked for me:1. I want to help you, and the best

way to do that is to check the car first. (Choose one:)a. You see, there are many dif-

ferent things that can cause a problem and even more ways to solve that problem. Some are more expensive than oth-ers, but at the end of the day, the price is what you pay while value is what you get.

b. The most expensive repair you could ever buy is the one you didn’t need or one that didn’t fix the problem.

c. The reason we do that is because once we’ve quoted a price, it’s a guaranteed firm price with all parts and labor included. I’m sure you can understand that we couldn’t do that without first checking your car.

(After using a, b, or c, go to #3 below.)

2. Let me see if I can give you some idea and then when you bring it in we can pin down a firm quote for you. First I’ll need some informa-tion… (Ask a – f)a. What’s the year and make of

your car?b. Is it automatic or stick shift?

c. And the engine size or VIN number?

d. Describe exactly what it’s doing.

e. When does this happen, once in a while or most of the time?

f. Is there any noise from the transmission yet?I. Based on what you’ve told

me, I’d still rather see the car first. Let’s hope for some-thing we can fix without removing the transmission from the car. If we can, it normally would be less than $XXX. But if it’s something that requires removing and disassembling the transmis-sion, it’ll normally be at least $XXXX.

II. It’s possible that it’s not even your transmission. Many times the transmission can act up simply because of electrical or computer prob-lems that can be fairly minor by comparison.

3. Always close by asking a question like: “Since there’s no charge for our checkout and we’ll do it while you wait, why wouldn’t you want to bring it in so we can check it and give you a price? When is best for you… today or tomorrow?”

If you want a little coaching on this or anything related to sales and marketing, feel free to send me an email or give me a call. My email is [email protected] and my phone number is 800-544-7520 ext 173.

Don’t Spill Your Jelly Beans

(Continued from the last issue)

by Thom TschetterDirector of MarketingCertified Transmission

Just Think - What if you had...■ An exclusive protected territory;■ 200 of your fastest moving

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transfer cases just a phone callaway;

■ A no-fault, nationwide warrantyeven on carryout units;

■ A program allowing you to payfor them after you sell them?

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Certified Transmission Network DistributorsAarmco Transmission ...........................................Houston/Galveston TX Metro........................936-967-8928Certified Iowa Sales .............................................Ft. Dodge, IA..................................................800-362-2189Certified Transmission Sales................................Omaha/Kansas City Metro............................800-544-7520Certified Transmission of Arizona........................Tucson/Phoenix AZ........................................800-596-8878Certified Transmission of Colorado......................Colorado Springs/Denver Metros ..................719-570-1539Certified Transmission of SoCal...........................San Diego, CA Metro .....................................888-374-8383Dale’s A-1 Transmission........................................Mitchell, SD ...................................................800-529-0003Freeway Transmission ..........................................Salt Lake City, UT .........................................800-354-5920Glen Burnie Transmission.....................................Baltimore/DC Metro .......................................410-766-8500HESCO Parts .........................................................Louisville, KY Metro......................................800-458-9087JC Parts City .........................................................St Louis, MO Metro........................................866-735-1960J & M Transmission Service, Inc. ........................Sioux Falls, SD ..............................................800-504-2050Norfolk Transmission and Muffler ........................North-Central NE ...........................................800-234-8726RMP .......................................................................Philadelphia, PA Metro..................................800-257-7418Transmission Distributors Inc ..............................Boston, MA Metro..........................................800-891-5508Waterloo Transmission .........................................Eastern Ohio/Western PA..............................800-824-6689Wilburn’s Transmissions .......................................Scottsbluff, NE ..............................................308-635-1212

To learn more about adding a Certified Transmission Distributorship to your business: Contact Terry Cash at (800) 544-7520 Ext 170 or Email to [email protected].

www.CertifiedTransmission.com

Here’s what Jerry and Mary EllenHeirigs, owners of J&M

Transmission Service in Sioux Falls,South Dakota had to say about their

Certified TransmissionDistributorship.

“We have renewed excitement aboutthe Transmission Business and thenew role J & M has in the Greater

Sioux Falls area.”

“CT gives us greater capability tomeet our customers’ needs and

expectations with absolute confidence by knowing that CT has

built a quality, thoroughly-tested unit,backed with a nationwide warranty.”

“Our CT Distributorship allows us toinstill confidence in our customers

and provides peace of mind for us.”

Jerry and Mary Ellen Heirigs

Left to right – Thom Tschetter, Peter Fink, Jerry and Mary Ellen Heirigs, Scott Shaeffer

22 GEARSApril2009

One of the more common failures in the AW55-50SN series transaxle is bushing

failure. A major contributor to this problem is low lube volume or pres-sure caused by a worn main regulator valve bore, which feeds the second-ary regulator valve.

Lube and converter pressure originate from the main regulator valve. Wear in the secondary regula-tor valve bore will have the greatest effect on low lube pressure.

You can check lube pressure at the pressure tap located on the rear cover (figure 1). Normal lube pressure can be as high as 30 PSI at temperatures below 0ºF, and as low

by Mike Souza

AW55-50SN Bushing Failure

Figure 1

Figure 2 Figure 3

GEARS April 2009 23

as 5 PSI in drive and 8 PSI in reverse with temperatures at or above 150ºF.

Lube pressure readings that start low and drop lower as the unit heats up can indicate a worn pressure regulator valve bore, worn bushings, or low pump out-put. Another cause that isn’t as easy to see is wear in the main case where the drive gear bearing outer race spline is fitted (figures 2 and 3).

The amount of clearance between the outer race and the case for a slip fit is only a few thousands of an inch, and allows for a certain amount of move-ment. The difference in the heat expansion rate between the alu-minum case and steel outer race can increase the movement by 0.005” or more.

The additional wear in the case is caused by constant force between the transfer gear assem-bly and the drive gear pushing away from each other in all ranges (figure 4). Excessive wear will place the entire drivetrain off cen-ter, causing the bushings to become side loaded. This side-loading effect will cause the planetary bushing to walk out of the bore, which can increase the loss of lube and cause drivetrain failure.

The outer race is held in by a snap ring and can be removed eas-ily for case wear inspection (figure 5). Omega Machine & Tool has a repair for this problem, which requires machining the case to fit a steel sleeve into the worn area.

(Special thanks to the Sonnax Tasc Force for providing the tech-nical information and wear pho-tos.)

Figure 5

Figure 4

The additional wear in the case is caused by constant force between the transfer gear assembly and the drive gear pushing

away from each other in all ranges (figure 4).

24 GEARS April 2009

Some 2005-2007 Corolla and Matrix vehicles equipped with an automatic transaxle may

end up in your shop with a complaint of harsh shifts and the MIL lit. A computer system check will reveal diagnostic trouble code (DTC) P2716 in memory.

Toyota has made improvements to the engine control module (ECM) and powertrain control module (PCM) to reduce the possibility of this condition.

Here’s a diagnostic procedure you can use to repair the vehicle; we’ll be working on a 2005 Corolla with DTC

P2716.

Pressure Control Solenoid D Electrical (Shift Solenoid SLT)

Circuit Description — Throttle pressure applies to the primary regu-lator valve, which modulates the line pressure. This causes the solenoid (SLT) to modulate line pressure accord-ing to the accelerator pedal position and engine output.

DTC Detection Condition (figure 1).

Upon receiving a throttle position signal, the ECM controls line pressure by adjusting the duty cycled signal to the SLT solenoid to control line pres-sure.

Monitor Description — The lin-ear solenoid valve (SLT) controls the transmission line pressure for smooth transmission operation, based on sig-nals from the throttle position sensor and the vehicle speed sensor.

The ECM adjusts the duty cycle signal to the SLT solenoid to control line pressure from the primary regula-

STREET SMART

Toyota with Toyota with Harsh Shifts Harsh Shifts and MIL Onand MIL On

by Mike Brown

Figure 1

Figure 2

When the ECM detects an open or short in the linear solenoid (SLT) circuit, it identifies the fault, lights the

MIL, and sets a code in memory.

24-mikebrown.indd 2424-mikebrown.indd 24 3/18/09 11:23:03 AM3/18/09 11:23:03 AM

GEARS April 2009 25

tor valve. This assures smooth shifting under all engine operating conditions.

When the ECM detects an open or short in the linear solenoid (SLT) circuit, it identifies the fault, lights the MIL, and sets a code in memory.

Typical Malfunction: Solenoid Status (SLT) Failure (Open or Short)

Shift solenoid (SLT) resistance should be 5.0 to 5.6 ohms

See wiring diagram (figure 2).Step 1: Inspection Procedure a. Disconnect the transmission

connector E-1 from the trans-axle.

b. Measure the resistance between pins 1 and 4 (figure 3) on the transmission side of the connector. Resistance should be 5.0 – 5.6 ohms. • If okay, go to step 2.• If higher or lower, go to

step 3.Step 2: Checking Harness and

Connector from the ECMa. Reconnect transmission con-

nector E-1 to the transaxle.b. Disconnect ECM connector

E-4.c. Measure the resistance

between pins 12 and 13 on the harness side of the E-4 con-nector (figure 4). Resistance should be between 5.0 – 5.6 ohms.

Figure 3

Figure 4

• Nationwide Inter-shop Warranty

• ATRA Online's Tech Center

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Services• Bankcard Services• Check Verifi cation

Services

• Consumer Financing Services

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24-mikebrown.indd 2524-mikebrown.indd 25 3/18/09 11:23:59 AM3/18/09 11:23:59 AM

26 GEARSApril2009

• Ifresistanceisokay,replacetheECM.

• If resistance is out ofrange,repairtheharnessorreplacetheconnector.

Step 3: Inspect theShiftSolenoid(SLT)

a. Removetheshiftsolenoid.b. Measure the resistance

between pins 1 and 2 on thesolenoid(figure5).Resistanceshould be between 5.0 – 5.6ohms.• Ifokay,continuetoc.• If not, replace the shift

solenoid.c. Connect the positive (+) bat-

tery lead to a 21 watt bulbthen to terminal #2 of thesolenoid valve connector andthe negative (-) battery leadto terminal 1 of the solenoid

connector (figure 5-1). Listenforanoperatingnoise.

Instep1wecheckedthetransmis-sioninternalwiringandsolenoidresis-tance. Step 2 we checked the externalwiring from theECMto the transmis-sion. Then we moved to step 3 andmanuallychecked thesolenoidoperat-ingcondition.

Toyota has improved the enginecontrol module (ECM/PCM; ToyotaTechnical Service Bulletin TC015-07)to reduce thepossibilityof thiscondi-tion.

Warranty InformationThis repair is covered under the

Toyota Federal Emissions Warranty,which covers the vehicle’s emissionsystem for96monthsor80,000milesfromthedatethevehiclefirstwentinto

service.Check the chart (figure 6) to see

whetheryouhavetheupdatedECM.

Repair Procedure1. ReplacetheECM.2. Register the VIN into the

replacementECM.3. Test drive thevehicle to con-

firmtherepair.

The proper diagnostic proce-dures will save you time and money.And that’s not only smart… it’s street smart!

Toyota with Harsh Shifts and MIL On

Figure 5 Figure 5-1

Figure 6

2009 ATRA Technical Seminars

Registration Costs:Prepaid, preregistered ATRA members $149Prepaid, preregistered non-ATRA members $189On-site registration $210

Register online and save $10 per person One free registration with every four paid.

ATRA Seminar Registration2400 Latigo AvenueOxnard, CA 93030

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Dates Locations4/4/09 Minneapolis, MN4/18/09 Salt Lake City, UT4/25/09 Fremont, CA5/2/09 Toronto, ON5/2/09 Coeur D’Alene, ID5/9/09 Denver, CO5/30/09 Des Moines, IA5/30/09 Dallas, TX6/13/09 Vancouver, BC8/1/09 San Antonio, TX8/8/09 Los Angeles, CA8/15/09 Albuquerque, NM8/22/09 Cincinnati, OH8/29/09 Chicago, IL10/17/09 New York, NY11/7/09 Baltimore, MD

Check ATRA.com for more dates and locations to come!

www.ATRA.com

A Changing Industry

Today’s business climate is more challenging than ever before and reliable technical training is a key factor in remaining up-to-date and profitable. As technology changes, you can be sure ATRA will be right there helping you help your customers. Because...

Our goal is your success!

The transmissions we’ll be covering are:

Helping you get your customers back on the road...FAST!

GM:4T40/45 TCC Surge Updates4T65E Sprocket support issues4T80E TCC Buzz noise4L60/65/70E P0756 issues5L50, 6L50/80/90LCT 1000Updates--all units

CHRYSLER:68RFEAS68RC

MERCEDES:722.6722.9

FORD:AWF-21B6F50N4R70W-4R70/75ETorqshiftErratic speedometeroperation EMI issue

TOYOTA:U250E

4X4:ChryslerGM

a-semad placd.indd 27a-semad placd.indd 27 3/18/09 2:25:38 PM3/18/09 2:25:38 PM

28 GEARS April 2009

We’re working on a proj-ect to produce a unique Operations Manual for

your shop; one that will enable your successor to carry on when you leave for good.

In the last edition of GEARS, I sug-gested that you organize your thoughts in a notebook with 18 sections. At the top of each section, you were to write the subject title using the list of sub-jects that I gave you as a guide to your thoughts.

Many of the subjects are simple to address. These include how the day-to-day activities are organized. Most of it refers to the unwritten procedures that your employees work with to avoid confusion and to get things done.

So the Operations Manual is large-ly a matter of writing down what is presently unwritten. You don’t need a lot of help from me as you write about these subjects. But before you get into the nuts and bolts of these subsections,

you need to provide an introduction — an overview.

Step back from the day-to-day operations and look at the bigger pic-ture. Consider the first two subjects that I suggested for your notebook. These relate to understanding the transmission repair business and your involvement in it. The subject titles are:

1. What is a transmission shop? and…

2. Why am I in the transmission business?

A thoughtful answer to the first question will provide an effective overview of the transmission repair business. A thoughtful answer to both questions will define that part of the transmission repair market that you’re targeting. Once you’ve answered these two questions you’ll have a clearer explanation of why you do things the way you do. So let’s start with the first question:

by Paul Mathewson

The Opening Chapter of Your Operations Manual

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GEARS April 2009 29

What is a transmission shop?

There are very distinct repair solu-tions for transmission problems. When a vehicle owner experiences a per-ceived transmission problem, he or she must decide where to take the vehicle for analysis and repair. For simplicity I’ve divided the transmission repairers into six categories. Any of these could be a transmission shop alternative for someone needing a transmission repair. As you read the list, ask yourself which one best defines your shop. I think I already know what you’ll answer, but let’s see what you have to say.

1. OEM Solution: This is typ-ically the route for affluent owners who seek high-profile service facilities, without regard for the cost of repair. Usually these owners believe that only the dealer is able to provide proper service. Some believe that the dealer should do something for them because the problem might be settled by a recall, or as a goodwill gesture for a good cus-tomer. The OEM “transmission shop” usually consists of one service bay and

one factory-trained transmission tech.2. Franchise Transmission

Shop Solution: This solution draws transmission repair work from vehicle owners who are influenced by nation-wide advertising. The perception of big-company professionalism with

inter-center warranties is appealing. The reputation of a local franchise shop is primarily based on the national image; not necessarily the reputation of that particular shop. Generally, franchi-sors prefer to sell franchises to people who aren’t transmission technicians.


30 GEARS April 2009

3. Independent, High Tech Transmission Shop Solution: These are the shops that keep pace with OEM technology. They serve the needs of owners who can afford quality work, drive vehicles less than ten years old, want warranty coverage when they travel, need technical expertise because they are technically incompetent, and need a repair facility with a solid repu-tation. This shop will probably be a member of ATRA and AAA, and will participate in the local community col-lege motive power trade program.

4. Low-Ball Transmission Shop Solution: These shops cater to the price market sector. Such shops usually lack the sophisticated diagnostic equipment needed to diagnose newer vehicles. Most of the vehicles they work on are older ones. Their mechanics seldom, if ever, take training classes, and have little or no access to online technical help. Their market is the price shopper who is uninterested in out-of-town war-ranty coverage.

5. General Repair Garage Solution: These shops provide service for any and all vehicle repairs encoun-

tered. Some of these shops attempt transmission repairs; others work in conjunction with a local transmission shop. Still others simply install remans, regardless of the cause of the trans-mission problem. These shops usually don’t have hot flush machines or proper diagnostic equipment.

6. Salvage Yard Solutions:These shops are usually at the low end of the low price market. They provide a desperate solution by way of a question-able used unit. This is the do-it-yourself solution. This is where transmissions are often replaced only to find that the real problem is a faulty PCM or TPS.


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GEARS April 2009 31

Okay, so where does your shop fit in the above categories? I suspect you’re somewhere around category 3 — High Tech Independent. If you agree with me on this, include this informa-tion in your own written description of your transmission shop. Go ahead and steal my wording if you’d like; I won’t fault you for plagiarizing!

That wasn’t too hard. Now let’s move on to question 2 in your note-book: “Why am I in the transmission business?” Now we get personal. This is where you find out how you got where you are today, and what your business objectives are. And now you get to analyze how you’ve developed that simple transmission shop concept into something distinctly yours.

Why Am I in the Transmission Business?

So how did you get there? Only you can answer that question. You know the path that led you to where you are now. You alone know the circumstances and opportunities that you responded to, which brought you to this point in your career. You may

have inherited the business rather than chosen it. If you chose it, it may be for one of several reasons.

Tom Fortune suggests that the best business opportunities are found in doing things that others don’t want to do. Tom believes that transmission techs are drawn into this trade in an endeavor to prove they’re able to do what others are afraid to attempt. By solving transmission problems which baffle the general repair techs, we achieve personal success in the motor vehicle repair business that’s second to none. And we get paid nicely for our success, too.

Another reason for choosing a career in transmission problem solv-ing has to do with our genes. Some enquiring minds want to know how that automatic transmission works and why it stops working. So some of us are drawn toward the mystique of this unique mechanical device, almost as if we were created to solve its problems.

Write a few paragraphs about your personal journey that brought you to your present situation. Let the reader in on what floats your boat as you apply

yourself in the transmission business.The kind of person you are is

reflected in the way you do business. The kind of facilities you operate from, the kind of customer lounge you pro-vide, the kind of advertising you do, the kind of uniforms your employees wear, the kind of trade associations you maintain, the kind of repair orders and warranty forms you use — in fact the kind of everything related to your shop is an expression of the vision you have for your shop.

The Ancient and Current History of My Shop

Now write a few paragraphs about the history of your shop. This isn’t an expose about the transmission repair business international; it’s an explana-tion about how your business started in your town. So write about the advent of automatic transmissions in your town.

Who were the first mechanics in the ’40s and ’50s to try their hand at fixing them in your town? Which trans-mission shop was the first on the block? When did yours start and how did it come about?

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32 GEARS April 2009

Write a brief story about the way your shop developed over the years. Write about the challenges your shop faced as transmission design changes took place. Who were the principal players in your shop through these years? Include notes about the physical shop, equipment acquisitions, training methods and anything else that enables a newcomer to get a perspective on the history of your transmission shop.

Now that you’ve defined your transmission shop from its infancy to the present, it’s time to add your thoughts about the changes taking place in the market.

You know that the transmission used to be a standalone unit with almost no attachments that would affect its performance. Now the transmission is an integral component of the entire powertrain, which has changed diag-nostic and repair procedures. You need to brief your successor on how you are coping with these changes.

What electronic diagnostic equip-ment do you use and who’s trained on it? Do you work in cooperation with OEM shops for information, use of their specialty tools, or scanning and reprogramming? Is your shop expand-ing repair services to include electron-ics, fuel systems, and engine repairs?

Objective: Defining Your ShopPlease don’t limit yourself just to

responding to my prompts. The object is to define your transmission shop in the context that you find yourself in: Your Town USA. You’ll eventually

rewrite this overview and give it the title of Introduction to the Operations Manual.

The task of defining your market and defining your desired market share requires some deep and honest thought. It’s important to remember that you may be writing to someone who is completely ignorant of the transmis-sion repair industry, and why you focus on a particular part of the market and have developed a specific way of doing things.

If you’re with me this far, you’ve made a big leap toward preparing your successor to take the controls when you leave. To help you move on, here are some starter sentences that you can use as you define your transmission shop, and as you explain your particular involvement in it.

Kick-Start Sentences to Get You Writing

This manual is intended to be an all inclusive explanation of how our transmission shop operates. It’ll enable anyone taking over to be able to dupli-cate the successes that we are proud of.

But before we go into details, here’s what you need to know about what transmission shops are all about and where we fit in the larger scheme of things. There are different kinds of transmission repair facilities in our town. These include… (various kinds of places in your town where a transmis-sion might get fixed).

Then you might use these next sen-tences to identify your shop’s position in the market:

Our shop’s history goes back to… (story of your shop’s journey to the present).

Our focus is different from the way transmissions are repaired at the new car dealerships and from how they’re repaired elsewhere. We serve that part of the transmission repair market best described as… (description of your market targets).

Next Article in this SeriesOnce you’ve finished this exercise,

you’ll have provided your successor with an overview of your business. This overview will help explain the way you run your business, just as you will eventually record it in the next 16 sections of your notebook.

In the next edition of GEARS, we’ll select one of these 16 subjects and show how your way of doing things was thought through and implemented. As always, I will try to abide by the KISS principle, and keep it short and simple.

Until then, be thinking about your place in the industry as a whole and in your little corner of the world. That’s the key to your identity, and it’s where you’ll want your successor to begin.


If you’re with me so far, you’ve made a big leap toward prepar-ing your succes-sor to take the controls when

you leave.


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34 GEARS April 2009

The next generation of transmis-sions to enter the marketplace has been introduced for the

2008 model year. Known as a 2-modedesign, the transmission was designated as the 2ML70 (RPO M99), and was introduced on the Chevrolet Tahoe and GMC Yukon for 2008.

In 2009, it expanded into GM truck and additional SUV applications. The T-model transmission will be designat-ed for rear wheel drive applications, the C-model will be an upscale rear wheel

drive application, while the F-model will be a front wheel drive application. In addition, the 2ML70 is also used by Dodge and BMW in some of their vehicles.

The 2-Mode design offers several advantages over conventional automat-ic transmissions, including substantial gains in performance, fuel economy, and significant reductions in emissions. Overall, fuel economy improvement for C/K trucks range between 25-40%.

In addition to the common trans-

mission functions, the 2ML70 also eliminates the need for and alternator and a starter for the vehicle.

Specifications• Type: 2-Mode continuous electric

ratio hybrid transmission; 4 fixed gear ratios; 2 electric motors pro-vide infinite variable ratios, with engine on/off operational capabil-ity (Figure 1)

by Steve Garrett

A New Kid on the Block:

2ML70 (RPO M99) 2-Mode, Part 1

34-garrett.indd 3434-garrett.indd 34 3/16/09 9:43:44 AM3/16/09 9:43:44 AM

GEARS April 2009 35

• GearRatios1st—3.69:12nd—1.70:13rd—1.00:14th—0.73:1EVT#1—Infinityto1.70:1EVT#2—1.70to0.50:1Reverse—Infinityto1.70:1

• Maximumengine torque380 lb-ft(515Nm)

• Maximum engine power 369 bhp(275kW)

• 2, 65kW electric motors (drivemotor #1, drive motor #2); Y-wound,3-phase,300volts,perma-nentmagnet(figure2)

• Motor cooling accomplished bytransmission fluid circulation sys-tem

• Electric motor torque 242 lb-ft(320Nm)

• 300-volt, 40-cell nickel-metalhydridebattery (locatedunder the2ndrowseats)

• 3planetarygearsets• 4multiplediscclutches• 2 shift solenoids used (on/off

design);SS1,SS2• 6 variable bleed solenoids; PCS,

PCS2, PCS3, PCS4, PCS5, TCC(only5areused)

• A Bosch-built, 32-bit TCM(TEHCM) mounted inside thetransmission on the valve body(referredtoasthecontrolsolenoidvalve assembly). TCM (TEHCM)incorporates solenoids, pressureswitches,TFTandisboltedtothevalvebodyusing6bolts.

• Outputspeedsensor(2HallEffectsensorsinonehousing,capableofsensingbothspeedanddirection)

• Electronic range selection (nomanualvalve)

• IMS(rangeposition)• Vane-style oil pump (3 selective

slidesandrotors)• 12-voltACauxiliaryfluidpump• 3-piece,die-castaluminumcase• Wetweight374lbs(170kg)• DexronVIrequired• Fluidcapacity

Fluidandfilter—11.5quarts(10.88liters)Overhaul—13quarts(12.30liters)

• Torquedampener347mm(notorqueconverter)

• Pressuretaps:Line,Auxpump

• Manufactured in theGMPTplant,Baltimore

External Components and Function

The 2 mode system requires sev-eraldifferentcontrolmodulesandsub-systemsforoperation,including:

Drive Motor Generator Control Module (DMGCM)—TheDMGCMcontains the APM (Accessory PowerModule) and PIM (Power InverterModule)fastenedtogetherasanassem-bly. Cooling for the assembly is pro-vided by a separate cooling system.

ThestandalonecoolingsystemrequiresDexcool and uses a heat exchangermountedinfrontofthevehicleandanelectriccoolantpump.Thedrivemotorcontrol module is connected to thepoles of the drive motor battery. Thehighvoltage system iscontrolledbyahigh current contactor relay, mountedin the drive motor generator batteryassembly.

Power Inverter Module (PIM)—ThePowerInverterModuleconvertshigh voltage DC to 3-phase, 300-voltAC. Six, high-voltage shielded cablesconnect the PIM to the two electricdrive motors mounted in the trans-C M Y CM MY CY CMY K

36 GEARS April 2009

mission. The high voltage cables are orange for easy identification.

The PIM also contains the Hybrid Powertrain Control Module (HPCM) and two Motor Control Modules (MCM). The PIM, HPCM and the MCM are flashable.

Accessory Power Module (APM) — The Accessory Power Module con-verts high voltage DC to low voltage DC (14 volts) and intermediate volt-age (42 volts). The system charges the standard vehicle battery and provides power for the 42-volt power steer-ing system. The intermediate voltage cables are blue and shielded.

Hybrid Powertrain Control Module (HPCM) — The Hybrid Powertrain Control Module is the main controller for the hybrid transmis-sion system. The HPCM determines which mode/motor will operate and controls features such as auto stop and regenerative braking. The HPCM oper-ates together with the Battery Energy Control Module (BECM) and the Motor Control Module (MCM) to operate the two transmission electric motors.

Motor Control Module (MCM) — The Motor Control Module con-trols each of the transmission electric motors/generators. Each MCM con-

trols its respective IGBT driver circuit to control each motor separately. The MCM output is 3-phase, 300-volt AC to operate the motors. The MCM is located in the PIM.

Battery Energy Control Module (BECM) — The Battery Energy Control Module is located in the bat-tery pack compartment under the 2nd row seats. The BECM controls the 40-cell drive motor generator battery. It contains two, high-voltage contactor relays, a high-voltage limiter relay, a battery fan relay, and the battery vent fan. The BECM monitors control the relays and fan, and monitors current,

A New Kid on the Block: 2ML70 (RPO M99) 2-Mode, Part 1

The front motor is used to start the engine and also

reacts to torque input from the rear motor for

EVT operation.

Figure 1

Figure 2


GEARS April 2009 37

voltage and battery temperature. Auxiliary Fluid Pump Control

Module (AFPCM) — The Auxiliary Fluid Pump Control Module is mount-ed in the engine compartment. It con-trols the auxiliary fluid pump based on commands from the Hybrid Powertrain Control Module (HPCM).

Hybrid Battery Pack — The bat-tery pack is located under the 2nd row seat. The nickel-metal hydride battery pack consists of 40, 7.2-volt cells. The combined static output of the battery is 288 volts DC. The battery pack pro-vides current for the motors and other vehicle systems.

Internal Components and Function

Drive Motors — The 2ML70 con-tains two, 300-volt, 3-phase, 65kW AC motor/generator assemblies (fig-ure 2). The two permanent-magnet motors are mounted from each end of the transmission and are supported by the shafts/bushings and a support assembly. Three, high-voltage (orange) cables are attached to the transmission via rigid conduit around the transmis-sion, which then transitions to flexible cable to attach the transmission to the Drive Motor Generator Control Module (DMGCM).

Transmission fluid is used for nor-mal transmission operation and to cool the drive motors. The motors have a seal around each end of the assembly so transmission fluid can circulate around the motor.

The motors provide these func-tions:

• Engine cranking• Battery charging• Transmission reverse

operation• Two modes of electronic

variable transmission (EVT) operation

The front motor is used to start the engine and also reacts to torque input from the rear motor for EVT operation. The rear motor drives the vehicle in reverse or when auto stop is activated and the vehicle is operating only on electrical power. Motor speed and torque is controlled by the Motor Control Module via motor position sen-sors mounted in the motors.

The Motor Control Module (MCM) monitors the speed, direction and angu-lar position using resolver position sen-sors. The resolver position sensor con-tains a drive coil, two driven coils, and an irregularly-shaped rotor assembly. The rotor is attached to the drive motor shaft.

The Motor Control Module sends a 5-volt AC, 10kHz bias signal to the resolver drive coil. The Motor Control Module then monitors the output from the two driven coil assemblies. Since the rotor tooth offset varies, the Motor Control Module can determine the exact speed, angle and direction of

each motor.Accessory Power Module — The

auxiliary fluid pump is mounted to the front of the transmission assembly. The pump is a 12-volt, 3-phase AC motor which is controlled directly by an Auxiliary Fluid Pump Control Module via the Hybrid Powertrain Control Module (HPCM). The function of the pump is to provide pressurized fluid for lube, cooling and clutch operation when the vehicle is being operated in electric or auto stop modes.

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38 GEARS April 2009

Is computer reprogramming for you? There are many good reasons to offer computer

reprogramming:• Increasing profits.• Correcting customer problems

without getting dirty (that transmission may not need a rebuild after all).

• Updating the computer after rebuild (Such as running updates on a Windows PC application).

• Increasing profits.• Updating the computer to cor-

rect a known problem.• Replacing the computer.• Eliminating false trouble

codes.• Increasing profits.

Besides the major point of increas-ing your shop’s profits, let’s look at just a few of these other important points.

Many customer complaints have been handled by reprogramming the car’s computer. The engine may run rough or the transmission may have a shift timing issue. Reflashing the com-puter can often correct these problems. It takes very little time, which can make the customer very happy, particularly if he thought he was bringing his car in for a lengthy, expensive stay at the transmission shop.

Here at the ATRA Technical HotLine I use a computer every day. Sometimes, when I turn my computer

on, it tells me that recent updates have been installed. Sometimes it tells me to restart my computer.

Most times I can’t tell the differ-ence in the way my computer performs, but I always install the updates. I’ve been told it isn’t a good idea to ignore updating your work computer. The same goes for your customer’s vehicle. Why would you ignore an update that could make your customer’s vehicle perform better?

Sometimes it is necessary to install a new computer. That new computer

may need to be programmed for the vehicle, such as engine and antitheft information. If you don’t have the capa-bility, you end up having to tow the vehicle to the dealer… and they get to make the money.

How Much to Reprogram?

The money you send off to the dealer each time you don’t reprogram a computer can add up to a tidy sum. After a comparatively small investment and a bit of practice, the money is there

FUN WITH TRANSMISSIONS

by Bill Braytonby Bill Brayton

Computer Reprogramming:Computer Reprogramming:Making Good Money Making Good Money Without Getting Your Without Getting Your Hands DirtyHands Dirty

Figure 1

Figure 2

38-billb409.indd 3838-billb409.indd 38 3/16/09 10:51:25 AM3/16/09 10:51:25 AM

GEARS April 2009 39

to be made. The tables in figures 1 and 2 show the possible earnings in the short and long terms.

In the beginning, reprogramming five vehicles a month isn’t unrea-sonable. Even in good times, adding between $7,000 - $8,000 to your bot-tom line isn’t chicken feed!

Which Computer? You may want to focus your search

on a laptop, mainly due to its portabil-ity. Most if not all laptop computers on the market should meet the software manufacturers’ requirements.

Just check out the Sunday paper. You’ll be amazed at how cheap even a decent laptop is (figure 3). The Panasonic Toughbook is great for our type of rough-use environment but it does come with a hefty price tag (fig-ure 4).

The choices are limitless. A small shop can be run on a computer like the Dell Vostro (figure 5). This model from Dell has a 10 key built into the keyboard and a large, 17-inch screen. The computer on the right in figure 5 is the one we use at ATRA for reprogram-ming computers.

I Got the Computer. Now What?

Once you have the computer there are still two more components required: the J2534 interface device and internet access. Let’s look at the J2534 interface device first.

J2534 refers to the document number of the SAE standard for Recommended Practice for Pass-Thru Vehicle Programming. The standard can be purchased by going online to www.SAE.org. From there, search

Figure 3

Figure 5

Figure 4

Once you have the computer

there are still two more components

required: the J2534 interface

device and internet access.

40 GEARS April 2009

J2534 standard. The original text runs $61.

The J2534 interface or pass-thru device and its software provide a way to communicate with the vehicle’s on-board computer system. Depending on the software provided by the J2534 interface manufacturer, the laptop com-puter is now equipped to reprogram the vehicle’s computer, and in most cases

be used as a scan tool as well. Check on line for more info on J2534 interface manufacturers (figure 6).

When shopping for a J2534 inter-face and its associated programs, the single most important feature to look for is customer support. You may trip up on things like program installation, wire-less communication, etc. Unless you’re an IT (information technology) guy,

you’re going to get a little sideways. Don’t worry about it; it happens to all of us. It may be frustrating at first and it does get easier. Remember your first THM-125? What’s that solenoid for? After a while you got used to it, and became familiar with how it worked. Then you started experimenting with how to make it better. Reprogramming is the same kind of operation.

Manufacturer Web Address

Allison http://www.allisontransmission.com/Aston Martin http://www.astonmartintechinfo.com/Audi http://www.ebahn.com/index.htm?ticket=null

http://www.audi.ddsltd.com/Bentley http://www.bentleytechinfo.com/bsi_web_v1/pages/index.aspBMW http://www.bmwtechinfo.com/.Daimler Chrysler https://techauthorityonline.extra.daimlerchrysler.com/service/mds2002/talogin/talogin.htmlChrysler Connectors http://dto.vftis.com/mopar/platform_select.aspFerrari http://www.ferraritechinfo.com/Ford/Lincoln/Mercury http://www.motorcraftservice.com/vdirs/retail/default.asp?menuIndex=2Ford Cal. Search http://www.motorcraftservice.com/vdirs/PCMflash/default.asp?pageid=calibration_pub&gutsid=calibration_menuFord Cal. Spreadsheet http://www.motorcraftservice.com/vdirs/PCMflash/Latest_calibration.xlsFord Connectors http://www.motorcraft.com/products.do?item=23General Motors http://www.acdelcotds.com/acdelco/action/loginGM Calibration Info http://calid.gm.comHonda/Acura https://techinfo.honda.com/rjanisis/logon.aspHyundai http://www.hmaservice.com/Isuzu https://isuzusource.com/main_frame.aspIsuzu Truck http://www.isuzutruckservice.com/login.php?type=AfterMarketInfiniti http://www.nissan-techinfo.com/infiniti/Jaguar http://www.jaguartechinfo.com/extjagprod/index.jspKia http://www.kiatechinfo.com/index.aspLand Rover http://www.landrovertechinfo.com/extlrprod/index.jspMaserati http://www.maseratitechinfo.com/Mazda http://www.mazdatechinfo.com/Mercedes http://www.startekinfo.com/StarTek/Mini http://www.minitechinfo.com/Mitsubishi http://www.mitsubishitechinfo.com/epacarb/Nissan http://www.nissan-techinfo.com/nissan/Porsche https://techinfo.porsche.com/techinfo/index.jspSaab http://saabtechinfo.com/Subaru http://techinfo.subaru.com/html/index.jspSuzuki http://www.suzukipitstop.com/home/home.aspToyota http://techinfo.toyota.com/Volkswagen http://www.ebahn.com/index.htm?ticket=null

http://www.vw.ddsltd.com/Volvo https://www.volvotechinfo.com/ZF http://www.zf.com/na/defaultz.asp

Figure 6

Figure 7

The J2534 interface or pass-thru device

and its software provide a way

to communicate with the vehicle’s

on-board computer system.

Computer Reprogramming:Making Good Money Without Getting Your Hands DirtyComputer Reprogramming:Making Good Money Without Getting Your Hands Dirty


GEARS April 2009 41

The producers of this software have done a great job of making the whole process as simple as possible. The instructions that come with the software are very easy to follow. Follow them to the letter!

Internet AaccessThe main reason for having the

internet is that’s where the update pro-grams are. Almost all of today’s auto-makers have the programs necessary for reprogramming available on the internet (figure 7). The majority of these are “pay to play” web sites. That is, you pay for access to the web site for a certain period of time — gener-ally in 24- or 36-hour increments. If you do a fair amount of work on just one brand of vehicle, longer subscrip-tions are available (figure 8).

There are several different ways to access the internet. Mostly it depends on your local Internet Service Provider (ISP). This could be your phone com-pany, your cable company, or perhaps a WiFi provider.

The most important thing about your internet connection is that it must be reliable and as fast as possible. A connection that isn’t reliable can be very dangerous. If the connection is interrupted during reprogramming, it could damage the computer perma-nently!

A slow speed connection, such as dialup, is just too slow and is unaccept-able for reprogramming computers.

Connecting the PiecesThere are two different ways to

hook the laptop to the J2534 device

Figure 8: Prices may vary, chart used for sample purposes only.

If you do a fair amount of work on just one brand of

vehicle, longer subscriptions are available

(figure 8).

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42 GEARS April 2009

(figure 9). One way is with a hard wire. This is okay if your computer can be connected to the internet at the same time, either through a hard wire or wireless connection.

The other way to hook up to the J2534 device is through a wireless connection. This can be a lot more practical: With a wireless connection, the J2534 device sits in the vehicle and your laptop can be anywhere from 50 to 100 feet away while you’re reprogram-ming the computer (figure 10).

It’s a good idea to practice using

the laptop as a scan tool to get the feel of how it works. Practicing with the laptop will help you become familiar with the different functions and how the screen is laid out (figure 11).

One Last Caution…Reprogramming a computer isn’t a

substitute for sound diagnosis. Always be sure of your diagnosis before repro-gramming:

• Have you checked all the inputs?

• Have you checked all the

power sources for proper system voltage (12.45v or more)?

• Have you checked for good grounds? Are they all less than 0.1v?

Remember reprogramming isn’t a crutch for sloppy diagnosis!

Put That Laptop to Work

You’ve determined that the com-puter in the vehicle you’re working on needs to be reprogrammed. First go to

Figure 9

Figure 10

Computer Reprogramming:Making Good Money Without Getting Your Hands DirtyComputer Reprogramming:Making Good Money Without Getting Your Hands Dirty


GEARS April 2009 43

the factory web site to access the appro-priate programs. Once you’ve found the updates, you’re ready to begin the programming process. You can view a video of an actual reprogramming in progress on the tech center in the technical videos link.

A shop owner once asked me, “Why should I invest in all the equip-ment for reprogramming when I don’t see that many cars that need it?” My answer went like this: “If you aren’t looking for vehicles that need repro-gramming, chances are you won’t find

many.” It reminds me of a line from the movie Field of Dreams: “If you build it, they will come.”

These days most shops are looking for opportunities to increase revenue. Computer reprogramming is an easy, effective way to increase your shop’s bottom line. And when your business is profitable, it’s always so much easier to have Fun with Transmissions.

Figure 11


on

ATRA’s Powertrain Expo 2009

Registration opens June 1!

Trade Show • Golf Tournament • Technical Seminars • Management Seminars • ATRA Luncheon • Cocktail Reception • ATRA Lo

Riviera Hotel & Casino • Las Vegas, NV

Kick off Industry Week with

Industry week is the most concentrated gathering of auto-motive professionals for the entire year. ATRA has teamed up with APRA (Automotive Parts Remanufacturers Asso-ciation) to make this a weekend you won’t want to miss!With close to 200 exhibitors & over 2 full days of seminars you’ll never find a better opportunity!

ATRA’s Powertrain Expo 2009!

expo 2p plcd.indd 44expo 2p plcd.indd 44 3/16/09 9:16:55 AM3/16/09 9:16:55 AM

Save The Date!October 29 - November 2, 2009

ongtimer’s Meeting • ATRA Chapter Meetings • ATRA Member Meeting • Testing & Certification • Trade Show • Golf Tournament

www.atra.com

Opportunity Awaits!

It’s true; these days, people are holding onto their cars rather than buying new. With this increased need for reliable repair services, there’s a great opportunity for you to reach new customers. Learn how with ATRA’s newest What’s Working pro-grams: Creating a Customer.

The event begins with the Thursday evening “Kickoff” seminars followed by 2 FULL days of Management & Technical seminars!

• Technical seminars designed to help you get your customers back on the road… fast!

• Our latest What’s Working survey reached over 1000 consumers! Find out how this change in the economy has affected their buying habits. Learn how to turn this information into a business advantage; reaching new customers and building your business.

• Your ATRA Expo registration will also give you admittance to APRA’s Big R show floor!

• There’s no better time or place to get new ideas for improving your business!

• Stay a couple of days....go to SEMA / AAPEX!

Stay tuned for more Expo information in future GEARS.

Lo

expo 2p plcd.indd 45expo 2p plcd.indd 45 3/16/09 9:17:18 AM3/16/09 9:17:18 AM

46 GEARSApril2009

Ijust switched to a new cell phone company.

There was nothing really wrong with my old company. They provided me with cell phone service, and I paid them a monthly fee… every month for over 5 years. So why did I switch?

Last week I dropped my phone and broke it. So I called my provider and asked for a new one. They offered to

sell me a phone.“But your ad says you’re offer-

ing a free phone with your service,” I protested.

Turns out that was only for “new” customers. I was an old customer, so if I wanted a new phone, I’d have to pay for it.

So I switched to a new cell phone company. The new company offered me more minutes, better services… and

a new, free phone.And my old company — the one

that’s spending enormous amounts of money, and offering all sorts of special deals in an effort to pick up new cus-tomers — just lost a customer.

I wish I could say they were unique in their lousy business practices. But they’re not. My old cable company lost my business last year — an account they held for over 20 years. And I’m

"Techly" font Old Friends — and Customers — are the Best

by Steve Bodofsky

GEARS April 2009 47

Old Friends — and Customers — are the Best

getting ready to switch my medical coverage again, because my old com-pany keeps raising my rates, without ever paying a claim.

It doesn’t make much sense: Why spend all that money to pick up new customers, while chasing away existing ones? Aren’t the old customers worth as much as new ones? Isn’t their money just as good?

Here at GEARS, we use a lot of ink trying to help you discover better ways to attract new customers. It’s a natural part of the business world. But don’t forget about your loyal customers… the ones who already use your services. They’re your real bread and butter.

Most marketing specialists agree that it can cost up to 10 times more to attract a new customer than it does to keep an existing one. They’re both customers… they both spend money in your shop… so doesn’t it just make sense to keep the existing customer happy?

In fact, a happy customer has long been considered to be the most valuable source of new customers for an auto repair shop. That’s where those refer-rals come from. And there’s little doubt that customer referrals are an important ingredient in the process that brings new customers to your front door.

What’s interesting about this is that, in most cases, it doesn’t take much to keep a customer happy. ATRA’s What’s Working study revealed that most customers are simply looking to develop a relationship with their repair shop. They want that “friend-in-the-business” feeling that lets them know they can trust you.

Very few customers are looking for a free ride; they just want an honest, capable job for a fair price. And they want to know that you appreciate their business, and care about them and their concerns.

Believe it or not, that’s a lot easier than it might sound. In most cases it isn’t anything more than what you’d expect from any other business.

It’s about taking the time to listen to their problems, and make a real effort to correct those problems. It’s about selling what they really need, and offer-ing those services at a fair price.

It’s about providing a clean, com-fortable environment for them to wait

for their cars. And it’s about returning their cars fixed properly, with a clean carpet and steering wheel.

It’s about getting to know them, and greeting them by name when they come by for service. And it’s about thanking them for their business, and making sure to cater to them even more carefully when they have a complaint with your work.

Complaints? If you’re taking such good care of your customers, why would they have complaints? Of course there’ll be complaints; there always are, whether they’re your fault or not. But make no mistake about it: How you handle those complaints can turn a so-so customer into your biggest sup-porter.

These days consumers have come to expect resistance when they have a problem with someone’s work or prod-uct. Try calling just about any customer service department, for anything in the world, and you’ll immediately know why. If you’re lucky, they’ll speak English well enough for you under-stand why they’re refusing to honor your warranty.

So few things can turn a dissatis-fied customer into a customer for life than going that extra mile when he has a problem. What does that mean to most customers? It’s actually simpler than you might think:1. Apologize for the inconvenience…

even if the problem isn’t your fault.

2. Really listen to his complaint. Ask specific questions to make sure he knows you’re listening.

3. Jump on the repair as quickly as possible.

4. If you can’t fix the car immedi-ately, make sure you do everything possible to relieve the customer’s inconvenience, such as driving him home and picking him up when the car is done.

5. Fix the problem… and make sure it’s fixed.

6. Once you have the problem cor-rected, ask whether there’s any-thing else you can do. Remind him that if he has any other problems, not to hesitate to call.

7. Apologize again for the incon-venience, and thank him for the opportunity to make things right.

What if the complaint isn’t really your fault, or has nothing to do with your work? If it doesn’t take a lot of effort to fix, such as a broken wire or cracked vacuum hose that’s right out in the open and easy to find, fix it anyway. If it’s something big, explain the problem carefully and completely. Make sure he knows that the problem has nothing to do with your work, and offer him the most cost-effective and practical solution.

Why would you make a repair for nothing when it isn’t your fault? It’s called “advertising” — this is the free cell phone that you need to give away to keep your customer. And it’s still a lot cheaper than you’d spend on advertising to bring in a new customer to replace him.

Imagine what that customer will have to say about your shop tomorrow at lunch: “He showed me the problem; it had nothing to do with the work they did, but they fixed it anyway… for free!” You can bet that guy will be recommending your shop to all his friends. And those recommendations will pay for that little freebee over and over again.

Sure, new customers are great, and they’re important to have if you’re going to remain profitable. But don’t forget your existing customers. If you do, it won’t be long before you start being referred to as their “old shop” while they explain their problems to the folks at their new shop.

What if the complaint isn’t really your fault, or has nothing to do with your work? If it doesn’t take a lot of

effort to fix, such as a broken wire or cracked

vacuum hose that’s right out in the open

and easy to find, fix it anyway.

48 GEARS April 2009

The transmission industry is comprised of many different businesses: retail repair centers, manufacturers, reman-ufacturers, distributors and service companies and

organizations; all working together to provide the end user; the motoring public, with reliable transmission service and repair.

ATRA and TCRA have been working together to bring transmission rebuilders and torque converter rebuilders closer to that end; working together to help the transmission industry provide outstanding service to the motoring public.

Please take a moment to complete this survey regarding your buying habits and experiences with torque converters. ATRA will share these results with the torque converter rebuild-ing industry in an effort to address industry-wide concerns related to torque converters.

To fill out the survey, go to: www.atra.com/tcsurvey

One Industry Working

Together Please take a moment to complete the ATRA/TCRA survey, link below:

www.atra.com/tcsurvey

48tcrakiss.indd 4848tcrakiss.indd 48 3/18/09 10:42:16 AM3/18/09 10:42:16 AM

Become a TCRA

Member andsave on

registration!When you join the TCRAyou have numerous benefitsthat only members receive.A monthly technicalnewsletter is mailed to youwith common problems andresolutions, organizationupdates and is available toyou as a forum to discussyour concerns.You alsohave the ability to advertiseto many other transmissionshop owners and converterrebuilders in this newsletter,which is also posted onlineat our website. Be granted“members only” access toour website, and join agroup of elite industryexperts. Receive discountedseminar costs and low pricing from sponsor suppliers.

Visit www.tcraonline.com

for more information onmembership!

TCRA (Torque Converter Rebuilders Association)has announced the venue and program for it’s12th annual seminar and meeting. This majorindustry event will be held in Nashville, TN onFriday and Saturday, May 15th and 16th. Markyour calendars now and plan to attend thisimportant event.

On Friday, May 15th, attendants will bebused from the Renaissance-Nashville Hotel, thehost hotel, to Dacco Converters, in Cookevillewhere they will be given a guided tour of thismajor torque converter rebuilder. After acatered lunch at Dacco and return to the hotel,there will be a TCRA member meeting. Themeeting agenda will include the election of TCRA directors and officers for the next term.

The Saturday, May 16th class room formatseminar will feature presentations by industryexperts, vendor representatives and technicalorganization speakers. A sit-down steak luncheonand coffee breaks will be included in the fee, as willa reception at the hotel following the seminar.These activities are be sponsored, in part, bySonnax and SuperFlow Technologies.

For updates on the seminar and to review otheraspects of TCRA membership, log on to the TCRAwebsite at tcraonline.com or contact Len Wackat 973-293-8925 or [email protected] to be to the best Torque ConverterRebuilders Association Meeting and seminar ever.

MAKE YOUR HOTEL RESERVATIONS SOON,

THIS EVENT IS COMING UP FAST!Renaissance Nashville

611 Commerce St. Nashville, TN 37203Phone 1-800-327-6618 or 1-615-255-8400

SPECIAL RATE OF $119.00 PER NIGHTSINGLE OR DOUBLE

UNTIL APRIL 14TH 5PM CSTWhen reserving, you must mention "TORQUECONVERTER 2009" to get the special rate.

Tuition Cost:$225 for Members

$175 each additional member from the same firm

$275 Non-Members$250 each additional non member from the same firmIncluded in the cost will be the tour of Dacco,

bus transportation, a sit down served steaklunch on Saturday, as well as breaks and a

cocktail reception.

Sponsored in part by Sonnax and Super-Flow.

HTG HI TECMETALGROUP

PlatinumSponsors:

GoldSponsors:

May 15, 2009Tour of DACCO CONVERTERS

May 16, 2009Expert Speakers and

Technical Presentations

50 GEARS April 2009

Driving Yourself Back into Business During the RecessionRecession, recession, recession.

No matter what you read or watch on television today,

that word is inescapable. America’s economy is hitting a low point and this low point has trickled from the top of the food chain all the way down to the bottom.

Times are certainly hard and that is especially true for businesses who are trying to stay afloat. Fortunately, some companies are still trying to help businesses stay alive. Some communi-ties were created specifically to ensure that businesses are still giving the best services they can without falling victim to a failing economy.

ATRA, the Automatic Transmission Rebuilders Association, is a great exam-ple of this type of community. ATRA is doing everything we can to help our members thrive during these challeng-ing times. When you are a part of ATRA you become family and families know that oil is thicker than water.

Why ATRA? With the recession, more and more

new car dealerships are closing their doors. Some reports actually estimate that as many as 3,000 dealers will go out of business by the end of 2009. This, of course, means that many con-sumers will have to hunt for new places to take their cars and find new people to trust. It also means there are huge opportunities waiting for anyone in the transmission repair business as well as those looking to open transmission shops of their own.

Trust is a huge issue when it comes to consumers and the companies they choose to work with. Whether a man is doing his best to take care of his favorite vehicle or a woman feels like easy prey

when she steps into an unknown shop, trust plays a critical role in automotive care. Businesses and consumers need to trust each other to keep any company running like a well-oiled machine.

By joining ATRA or continu-ing your membership, you’re adding another level of trust to your business. Membership with the association helps to build the same trust and confidence in consumers that the dealers may have once had. Plus, with the ATRA Golden Rule Warranty that offers coverage nationwide, everyone involved can have some peace of mind.

Anybody looking to join a trade association should feel confident that ATRA members are a group of profes-sionals who are all:• Required and expected to uphold a

standard Code of Ethics • Expected to apply Minimum

Rebuilding Standards• Removed from membership if their

shop causes many problems or has valid complaints from consumers

These criteria are all excellent ways to build trust between shops and customers, thus making everybody feel more confident and comfortable about their business choices. When you become a part of ATRA, you quickly see that trust and professionalism go hand-in-hand.

ATRA Memberships In this time of financial distress,

saving money is imperative and that is what ATRA aims to help others do. By visiting www.atra.com/join, you can check out our four member types as well as some of the discount ben-efits available exclusively for ATRA

Members.In the meantime, you can read

about the member types here:• Rebuilder Membership

The “heart” of the association’s membership that is offered for shops who service, repair, and rebuild automatic transmissions. This membership includes access to ATRA’s extensive online techni-cal library, ATRA technicians sup-port through the ATRA Technical HotLine, vote and participate in association elections, and partici-pate in the Golden Rule Warranty Program. (Proper facilities must be provided in order to become a Rebuilder Member that partici-pates in the Golden Rule Warranty program).

• Technical Subscriber A group for those who do not need the full range of services offered by the ATRA but do have access to the same technical information and assistance that the Rebuilder members do.

• Supplier Membership A membership for those who man-ufacture or offer products or ser-vices to the transmission industry.

• International Online MembershipA membership for those located outside of the United States and Canada that require technical sup-port via internet access.

As you can see, ATRA has a mem-bership plan to suit everyone.

ATRA Benefits The benefits of joining the

Automatic Transmission Rebuilders

by Kelly Hilmer

MEMBERSHIP MATTERSMEMBERSHIP MATTERS

50atramemshp.indd 5050atramemshp.indd 50 3/18/09 9:36:32 AM3/18/09 9:36:32 AM

GEARS April 2009 51

Association are countless. Opportunity is hard to come by with the current state of the world’s finances, but ATRA has a lot to offer those who join for an extremely small fee. And when a small fee saves loads of money in the long run, it is hard not to sit back and smile while you watch your business thrive.

Here are some benefits crafted to help members of ATRA:• Golden Rule Warranty

♦ The Golden Rule Warranty offers nationwide coverage for consumers to have repairs done throughout the country. There are one, two and three year warranty options offered to give your customers the peace of mind they are search-ing for their vehicle.

• ATRA Forums – Management and Technical Forum ♦ The Management Forum

(What’s Working) –ATRA members participate in discus-sion forums to discuss every-day issues that are happening within their own shops and allow other members to dis-cuss what works and doesn’t work for them. Whether it be a discussion on management skills or the right type of cus-tomer service, businesses from all over get a chance to talk it out with others who have similar interests and concerns.

♦ The Technical Forum (Fix-It) –ATRA members also partici-pate in discussion offers in the form of a technical group where rebuilders can discuss tricks of the trade and prob-lems that they may need help facing. It is a great spot for those in the industry to come together and work together for the best solutions possible.

• Website Bonuses♦ With ATRA’s Tech Center

online, members have access to monthly bulletins, techni-cal manuals, tech videos, training materials, and the archives of GEARS Magazine. Additionally, the online Tech Center offers a quick reference section for codes and defi-nitions, check ball locations,

band adjustments, cooler line locations, pressure specs and speedometer calibrators among many other topics.

♦ Members also get the great advantage of printing directly from the Internet, making this the best place to receive fast and easy help.

• Consumer Help ♦ With Shop Finder online, the

ATRA displays your shop con-tact info along with your email and website addresses. A free certified ATRA logo for certi-fied shops appears along with the information for members and businesses to see high-er rankings. And rebuilder members have Golden Rule Warranty logo as well giving them the extra advantage.

♦ *Member Exclusive* - For $10 a month, ATRA will set up and host a website for member shops. This includes domain name purchases and domain name renewals, which ordi-narily run hefty fees. This deal also includes three templates and more than a dozen colors to choose from, all at the tip of your fingers.

It is easy to see why so many com-panies and shops have decided to join the ATRA family. ATRA aims to save you money when it comes to advertis-ing and gaining knowledge that is not always so easy to come by. By banding together with ATRA, you can become a part of trustworthy professionals which customers have been depending on and trusted for over fifty years.

Now is the Time In this type of economy every

penny counts, which is why we at the Automatic Transmission Rebuilders Association are doing everything we can to keep our members businesses thriving.

With the changes being brought on by the closing of dealerships, there is a new audience for existing independent repair shops as well as new shops that are opening. People want to trust who-ever’s hand is fixing their vehicle. With an ATRA logo, you can be sure that your company is the one people trust by giving customers the same level of service and trust they were receiving from the dealer.

After more than fifty years, ATRA has proven that it is a trustworthy, secure, stand-up kind of association that can only benefit those who join. It also helps that consumers tend to feel that same sense of security and trust from those who hold the ATRA mem-ber logo and want to give their business to someone with such high standards.

The Automatic Transmission Rebuilders Association is here to help shop owners build their businesses while simultaneously spending as little money as possible. No one wants to see a crashing economy or be a casualty of one. By joining together and help-ing your fellow members within the ATRA, this newly topical recession could soon be a thing of the past for you and yours.

To learn more about ATRA’s mission and achievements, please visit:

http://www.atra.com/about

Opportunity is hard to come by with the

current state of the world’s finances, but

ATRA has a lot to offer those who join for an extremely

small fee.

50atramemshp.indd 5150atramemshp.indd 51 3/18/09 9:37:15 AM3/18/09 9:37:15 AM

52 GEARS April 2009

Recently in the January/February issue of GEARS, we published Figure 2 incorrectly.

Please refer to the following illustration changes when rebuilding the 4L30E:

Figure 2: Correct Version

4L30E Pump Interchange 4L30E Pump Interchange Part II: Ending the MythPart II: Ending the Myth

PLAYING WITH FIRE

by Jon Rodriguez

CORRECTION

Figure 2: Incorrect

Order a 4L30E Solenoid (P/N 8-96042-666-0) or install the lighter TCC control valve spring from

the PWM application.

Order a 4L30E Solenoid (P/N 8-96042-666-0) or install the lighter TCC control valve spring from

the PWM application.

corrctn-pg.indd 52corrctn-pg.indd 52 3/18/09 10:34:07 AM3/18/09 10:34:07 AM

Without Customers...Where are you?

ATRA helps you...

(866) GO-4-ATRA • (866) 464-2872www.atra.com/join

&Find CustomersNationwide Warranty ProgramCertification Designation

Pre-designed AdvertisementsNewspaper AdsRadio Spots

Professional Website Design

Fix Their VehiclesTechnical SeminarsTechnical HotLine

ATRA’s Online Tech CenterTesting & Certification

Books & Monthly BulletinsGEARS Magazine

ATRA’s Powertrain ExpoTechnical Training

Apply for ATRA Membership Today

atra memshp ad.indd 53atra memshp ad.indd 53 3/18/09 11:15:55 AM3/18/09 11:15:55 AM

54 GEARS April 2009

Whether you are located in California or NewYork, you are most likely facing the same prob-lems another shop is facing. The demographicsdo play some part on issues you face, yet thebasics of running a shop are part of the everydayprocess that all shop owners have to find solu-tions.

With the support of the ATRA What's WorkingForum, ATRA Members have the ability to posttopics and receive many replies to their questionsor concerns that other shop owners have alreadyfound the solutions.

Each day the What's Working forum receivesseveral new topics and several posts on the exist-ing topics from shop owners around the worldlooking for help and just a general support toknow that you aren't facing these issues alone.

Recent topics being discussed on the ATRAForums include:

• Marketing letters• Marketing your Warranty• Women's Care Care Clinic• Effective Advertising• Website Improvement• And more new topics posted daily!

What's Working is about sharing businessideas, processes and methods for running yourshop and reaching new customers. If you've beenthinking about any of these topics consider dis-cussing them with other business owners

• New process for running your shop and mak-ing it more efficient and profitable.

• New sources or methods of reaching newcustomers.

• Methods of increasing customer satisfaction.• Ways of tracking your business.• New advertising approaches that have drawn

attention to your business.

• New features to your web site that customershave commented on in a positive way.

• Ways to reach your community that is costeffective and maybe will result in a pressrelease or news coverage.

• Perhaps you've made physical improvementsin your shop that has received positive com-ments from customers, and you'd like to sharethem.

• Have you attended any classes or beeninvolved with any trainers or consultants thathave had a positive impact on your businessor personal outlook about your business, thatothers could benefit from?

• Have you discovered or implemented anyemployee program that has resulted in betterout put and spirit in your work team?

These are just some of the ideas that are regu-larly posted on What's Working forum.

For information on how to start participatingin these informative discussions, visit ATRA'swebsite at www.atra.com/ww and get startedsolving business problems today!

But that's not all. ATRA has two other forums,designed for technical and general industry dis-cussions. You'll find them both atwww.atra.com/ww

We've just completed our recent internet sur-vey of over 1000 customers related to their buy-ing habits and how this current economy haseffected their buying decisions. These results,along with ideas generated from the What'sWorking forum will steer the content of thisyear's What's Working program at Expo. The pro-gram detailswill be out inthe May issueof GEARSMagazine.

www.atra.com

ATRA Forums Discussion Topics

54-atraKEL409.indd 5454-atraKEL409.indd 54 3/18/09 12:41:37 PM3/18/09 12:41:37 PM

GEARS April 2009 55

Last year, I ventured out on aroad trip with both of my sons fromCalifornia to Arkansas. This websitewould’ve been very useful during ourtrip as I paid as much as $5.75/gallonin some areas. This was also duringthe peak of the high gas pricesaround the country. A bad time to goon a road trip, but better to deal withit than to let down two kids that havebeen looking forward to the trip forsix months, right?

Are you tired of paying more forgas than you should? GasBuddy.comwill find the cheapest gas possible inyour city or any-place you decide togo.

GasBuddy.com isa network of 181local gas price web-sites where con-sumers work togeth-er to fight high gasprices. The websiteworks by havingconsumers reportlocal gas prices sothat everyone canavoid high pricedgas and save moneyat the pump. Allweb sites are operat-ed by GasBuddy andhas the most com-prehensive listingsof gas prices any-where.

Gasoline priceschange frequentlyand may vary by asmuch as 20 percentwithin only a fewblocks. It's importantto be able find theservice station withthe lowest pricedfuel.

GasBuddy web sites allowmotorists to share information aboutlow priced fuel with others as well astarget the lowest priced stations tosave money when filling up at thepumps!

The GasBuddy.com network is agrass-roots community effort to lowergas prices. In a typical city, gas pricesvary by about 30-50 cents per gallonin the US (10-15c/L in Canada). Ifeveryone buys gas at the lower pricedstations, it puts pressure on the higherpriced stations to lower their gasprices since their sales will decrease.

Map Gas Prices displays gas prices inyour area on a detailed map.

In effect, it makes gas stations morecompetitive.

All gas prices on theGasBuddy.com websites are reportedto the website by ordinary people. Bycombining the efforts of 700,000national members (and growing), itmakes it easier to find the cheapestgas prices. Much of the time, you cansave 15 cents per gallon (7c/L inCanada) without having to drive for20 miles.

Some Features ofGasBuddy.com

Trip Cost Calculator—Enter thestarting point and endpoint of yourtrip and get detailed information forthe best places to ‘gas-up” on yourtrip, based on your particular year,make and model vehicle. I wish I hadknowledge of this website last year!

Gas Prices by State—Select thestate you are in and enter your zipcode to receive a list of the differentgas stations and their most recentlyposted gas prices.

Historical Price Charts—Selectseveral options including country,state and/or city and received adetailed chart graph of the differentcosts in that area.

Help in the fight against high gasprices by signing up today and report-ing prices for your area. Together, weCAN make a difference.

———Internet Hot Spot———by Kelly Hilmer

www.gasbuddy.com

54-atraKEL409.indd 5554-atraKEL409.indd 55 3/18/09 1:01:14 PM3/18/09 1:01:14 PM

• • • •

Whatʼs WorkingManagement Presentation

Coming to Your Area!

ATRA will be presenting Creating A Customer in conjunction with select technical seminars throughout the 2009 seminar season. Creating A Customer is based on ATRAʼs Whatʼs Working study and explores what successful shop-owners are doing everyday to sustain their profitability. We will share and discuss three years worth of data collected by ATRA all geared towards creating true customers! Discover what your future customers are thinking about you and your business today! Find out how to bring in more customers each and every day!

• Data from over 400 shop owners• Survey results from over 1500 consumers• Focus group insights (actual video clips of recently conducted focus groups)• The 5 things you must do to be successful in our industry today

“Outstanding!…everyone in our industry needs to hear this message.” Brad Benrud, Allen Automatic Transmissions, La Crosse, WI

“This program changed my whole attitude and saved my business.” Blake Lunsford, Nationwide Transmission, Fayetteville, NC

“Itʼs not just theory, but solid data backed up by proven results - it truly is Whatʼs Working in our industry today.” Sam Burrage, Santa Rosa Transmission, Santa Rosa, CA

Contact your local chapter today and request a What’s Working Presentation in your area!

For More Information Call: 805-604-2000Automatic Transmissions Rebuilders Association

2400 Latigo Avenue, Oxnard, CA 93030

Or visit www.atra.com

56wht wkn ad.indd 5656wht wkn ad.indd 56 3/18/09 3:41:18 PM3/18/09 3:41:18 PM

GEARS April 2009 57

Two of the leading international automotive

associations have agreed to co-locate their respective expositions at the Riviera Hotel and Casino in Las Vegas, Nevada. ATRA’s Powertrain Expo will be held October 29 – November 2 while APRA’s International Big R Show will be November 1 and 2.

ATRA’s CEO, Dennis Madden, stated, “We’re pleased that we were able to co-locate our exposition with the International Big R Show, which for the last seven years has been held in Las Vegas just prior to Industry Week fea-turing the AAPEX and SEMA Shows.”

APRA’s President, Bill Gager, added, “Both associations believe very strongly that this will provide each other’s attendees and suppliers with new opportunities and will help them reach more people. Both associations will continue to offer their broad range of technical seminars and workshops. We’re pleased that the Riviera Hotel was able to accommodate the meeting needs of both associations.”

Madden continued, “This com-bined exposition will be good news for everyone. Initial comments from poten-tial exhibitors and attendees have been very positive. Both associations look forward to working together to make this a major event for the remanufactur-ing industry.”

Gager concluded, “We also look forward to welcoming other remanu-facturers and rebuilders from a variety of product lines from around the world to this major event.”

For details on exhibiting with ATRA, please contact Diane Bland at 805-389-0353 or [email protected]. To exhibit with APRA, please contact Jeanie Magathan, Senior Vice President of APRA at [email protected] or 703-968-2772, ext. 104.

High attendance is anticipated for this year’s joint event. Complete details of each association’s program content will be announced separately in the near future.

Go Green with Certified Transmission

Certified Transmission of Omaha, Nebraska is going green in more than one way, and so can you. President and CEO Peter Fink, stated, “While we’ve always taken the high road on being environmentally green, we’re actually talking about green like the grass and green like money.

“We’ve launched a grassroots distribution program that we call The Network of Success. We’re offering independently-owned transmission repair shops throughout America the opportunity to add more green to their bottom lines with an exclusive Certified Transmission Distributorship in their market area.”

CT offers distributors what Fink refers to as a “3-legged stool business model for boosting sales and profits.” He points out, “In addition to their existing business, our distributors make money through three revenue streams: retail to their own customers, wholesale to other shops, and nationwide warranty sales and service.”

One of the most appealing and unique aspects of the program is that dis-tributors get an inventory of about 200 transmissions that they don’t have to pay for until they use. For more details, you can visit www.CertifiedTransmission.com or call Terry Cash, national sales director at 800-544-7520, extension 170.

Certified Transmission remanufac-tures high-quality, competitively-priced transmissions and transfer cases for the automotive aftermarket. CT is the recip-ient of the prestigious BBB National Torch Award for Marketplace Ethics and the 2008 Frost & Sullivan Award for Automotive Aftermarket Industry Leadership.

Industry PioneerNelson Sosa, 69

The transmission industry said farewell to another pioneer this past March when Nelson Sosa succumbed

after a lengthy battle with cancer. He is survived by his wife, Magali, a daugh-ter of the same name, and two sons: Nelson Jr. and Max.

Nelson began his transmission career in 1972 when he bought his first Lee Myles franchise in Puerto Rico. Over the next couple years he bought a second Lee Myles center. He sold his transmission shops in 1976.

During those early years he began buying core units from the local junk-yards. From those cores he developed an inventory of used parts which formed the beginning of his parts business. In 1975, Nelson opened Puerto Rico Transmatic Parts, a transmission parts store in Puerto Rico. Today Puerto Rico Transmatic has six locations around the island, plus a torque converter rebuild-ing center. Nelson Jr. and Max took over the family parts chain three years ago.

Throughout his career, Nelson was always something of a visionary… always working ahead of the curve. But for Nelson, seeing the need for change wasn’t enough: He devoted his life and his energy toward making a difference… to making those changes a reality.

What kind of difference? Six dif-ferent Sonnax Transmission Specialties were designed by Nelson, including the AOD stator sleeve and the E4OD plan-etary sleeve.

Many of the characteristics we see in today’s transmission kits are thanks to Nelson’s interest and intervention. He’d see the need for an extra part or a subassembly, and he’d pick up the phone and speak directly to the kit

POWERTRAIN INDUSTRY NEWSGEARS does not endorse new products but makes this new information available to readers. If you have a new product, please email the press release information with applicable digital photo or drawing to [email protected] or send by mail to GEARS, 2400 Latigo Avenue, Oxnard, CA 93030.

Nelson Sosa

ATRA and APRA to Co-locate Their Expos

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58 GEARS April 2009

POWER INDUSTRY NEWS

manufacturers. And he’d show them why an addition here or there would make sense for everyone.

According to his son, Max, Nelson’s chief contribution to the industry was his ability to combine kits. He’d see two or three kits with nearly identical components, and show the manufactur-ers how they could save money — and shelf space — by creating a single com-bination kit.

Today, with new transmissions showing up almost every day, most parts stores couldn’t remain afloat with-out kits being combined to keep their inventory under control. But back in the ’70s, combining kits wasn’t nearly so critical. Recognizing the benefits of combining kits back then required a unique vision; a vision that Nelson shared with the industry.

Probably the one truly universal memory of Nelson that his friends and family are quick to acknowledge was his inherent honor. “Nelson didn’t need a piece of paper to do business with you,” they’d say. “He was a man for whom a handshake was enough. He was a good man.”

I can’t think of a better way to be remembered.

TCRA Announces 2009 Seminar Details

The Torque Converter Rebuilders Association (TCRA) has announced the venue and program for its 12th annual seminar and meeting. This major indus-try event will be held in Nashville, TN on Friday and Saturday, May 15th and 16th. Mark your calendars now and plan to attend this important event.

On Friday, May 15th, attendees will be bused from the Renaissance-Nashville Hotel, the host hotel, to Dacco Incorporated, in Cookeville where they’ll receive a guided tour of this major torque converter rebuilder. After a catered lunch at Dacco, you’ll return to the hotel for a TCRA mem-ber meeting. The meeting agenda will include the election of TCRA directors and officers for the next term.

Saturday, May 16th will open with a classroom format seminar, with fea-ture presentations by industry experts, vendor representatives, and technical organization speakers. A sit-down steak

luncheon and coffee breaks will be included in the fee, as will a recep-tion at the hotel following the seminar. These activities will be sponsored in part by Sonnax, Tri Components and SuperFlow Technologies.

Details on hotel rates, tuition and presentation schedules will be avail-able shortly, and will appear in GEARS. In the meantime, for updates on the seminar and to review other aspects of TCRA membership, log on to the TCRA website at www.tcraonline.com or contact Len Wack at 973-293-8925 or [email protected].

This promises to be to the best TCRA meeting and seminar ever… don’t miss it!

Precision International and St. Jude Children’s Hospital

As part of Precision Internationals ISO-9001 Certification they are required to send out Customer Satisfaction Surveys out at the end of each year. In an effort to boost the number of sur-veys returned, Precision International announced that they would be donating $25 to St. Jude Children’s Hospital for every survey returned.

Precision International is pleased to announce that they will be donating $2,525 to St. Jude’s Children’s Hospital this year. They would like to thank all of their customers who took the time to return the survey and help make this donation possible.

To learn more, visit Precision International’s web site at www.trans-missionkits.com.

VBX Names Tony LaCerra 2008 Employee of the Year

ValveBody Xpress (VBX) is proud to announce and honor Tony LaCerra as its 2008 Employee of the Year.

Tony began his employment with VBX in 2005 as an assistant valve body technician and quickly proved himself to be a valuable asset to the VBX team. He is now one of their lead valve body builders and trains new members of VBX’s ever-growing production team.

Tony is always willing to go the extra mile to tackle whatever task is at hand and the entire staff of VBX sincerely appreciates his dedication. It is for these reasons and more that he was chosen as the 7th annual recipient of this award.

Please join VBX in congratulating Tony for a job well done!

Visit the VBX web site at www.valvebodyxpress.com.

$500 Reward!

The Transmission Rebuilders Network Worldwide (TRNW) has announced that the 500th person to sign up for an annual membership will receive a $500 reward!

TRNW is a transmission forum with over 450 members from all over the world who discuss every aspect of managing a transmission shop. TRNW members unite to solve the toughest transmission problems. TRNW also features a Fix Database with over 5,500 real-life transmission fixes.

You can visit the TRNW website at www.trnw.net or contact Tod Chretien at [email protected] or by phone at 209-551-0599.

Sonnax Introduces New5L40E Reverse Lockout Kit

Sonnax has developed another solution for a common ailment known to plague 5L40-E transmissions.

Wear at the reverse lockout valve allows reverse oil and TCC signal oil to cross leak or leak to exhaust. Common complaints of no reverse, burned reverse clutches, and TCC overheating are caused by this leak.

Sonnax Reverse Lockout Kit, 55211-11K uses a hard anodized alu-minum valve and highly wear resistant aluminum sleeve to correct the condi-tion and reestablish proper pressure and Tony LaCerra


GEARS April 2009 59

hydraulic control. Installation of this repair requires

the use of 55211-TL tool kit in con-junction with the Sonnax valve body reaming fixture, VB-FIX. This is the same tool kit previously developed and released for installing the 55211-01K AFL Valve Kit.

For more information about this or other Sonnax Solutions, visit their web site at www.sonnax.com.

The 48RE Shift Correction Package

Superior Transmission Parts is proud to announce the release of the newest addition to the Shift Correction product line, item K48RE. This new correction package works on 2005-up diesel 48REs using the throttle valve actuator.

Designed to improve overall per-formance and prevent comebacks, this kit addresses all these problems:

• Code 740• Inadequate line pressure• Premature clutch or band fail-

ure• Slow engagementsThis kit includes a few unique com-

ponents such as the rapid-fill manual

valve, no-stick throttle valve, no-crawl tool, and boost valve plate and clip.

For the 2003-2004 48RE gas or diesel without the throttle valve actua-tor, use Superior item K500-618-L.

Like all Superior products, this kit was designed of high quality compo-nents, includes easy-to-use instructions, and offers consistent results.

For more information on this or any other Superior Shift Correction Package, please call 800-451-3115 or visit www.superiortransmission.com.

6L80E Center Support Retaining Ring Removal

Also needed for servicing the 6L50E in the Cadillac CTS and the 6L90E in GM 2500 pickups

The 6L80E ushered in a new era as GM’s rear-wheel drive workhorse. A fascinating design that uses a Lepelletier-inspired geartrain, it also uses a large aluminum center support which must be removed to gain access to the low/reverse clutch pack and the rear planet assembly.

The center support houses the 2-6 clutch pack on the front side and the low/reverse on the rear. The size of the support and the amount of stress of the two clutch packs it contains made it necessary to use a rather large, extremely stout snap ring to hold it firmly in place. So a rather large and stout pair of pliers is required to remove or replace it.

Until just recently none was available. To remove the snap ring, many found it necessary to cut into the case from the bottom to gain access with a screwdriver and hammer, and pop it out of the groove. Leverage is the name of the game when this much

pressure is in play.The engineers at Adapt-A-Case

burned the midnight oil working through many designs before arriving at their new snap ring pliers. The heavy-duty tips are replaceable, available through your regular tool supplier. Be ready for the next one that hits your bench… another solution from the engineering minds of Adapt-A-Case!

For more information visit their web site at www.adaptacase.com.

New Torqueflite Throttle Valve Kit from Northland Transmission

Northland Transmission is pleased to introduce its new TFTV throttle valve repair kit. The TFTV kit fits all Torqueflite valve bodies from early 904s (small valve) to late 48REs.

These transmissions, particularly 47REs behind 24 valve Cummins, tend to wear the valve body. The resulting crossleaks and stuck valves can lead to late and erratic shift timing and a sticky accelerator pedal. The kit allows you to ream worn valve bodies quickly and easily, and replace the stock valve train with a slightly oversized set.

The replacement valve train retains factory dimensions, allowing you to use stock springs, or your favorite aftermar-ket spring. The new kit is completely American made.

For more information contact Northland Transmission at 715-458-2617 or visit their web site at www.servobore.com.

Tracer Introduces New J2791-Certified Refriger-ant Leak Detector

Tracer Products has unveiled the

Another solution from the engineering minds of

www.adaptacase.com

Another solution from the engineering minds of

www.adaptacase.com


60 GEARS April 2009

POWER INDUSTRY NEWS

TP-9364 PRO-Alert 2791™ electronic refrigerant leak detector, which uses a state-of-the-art infrared sensor to accurately detect refrigerant leaks down to 0.1 oz/year (3 g/year).

Its three-position sensitivity switch minimizes false triggering and allows for easy leak diagnosis. The unit is sensitive to R-12, R-134a and all other HFC refrigerants, and is certified to meet the new SAE J2791 standard for electronic refrigerant detectors.

Unlike heated sensors on competi-tors’ units, the PRO-Alert 2791’s infra-red sensor offers consistent response throughout its life, and won’t become contaminated by exposure to large amounts of refrigerant. Sensor life is an incredible 1000 hours or more!

The unit’s high-efficiency air sam-pling pump provides quicker response and quicker clearing (“zeroing”). A rub-ber-coated, flexible metal probe slithers easily into tight places and holds its position. An audible alarm and multiple LEDs help locate leaks fast!

The PRO-Alert 2791 is powered by a rechargeable NiMH battery, which provides over six hours of use between charges. On-board diagnostics indicate charging status and alert the user to low battery or infrared sensor failure. The unit can also be used with a 120 VAC power adapter and a 12 VDC power adapter with cigarette lighter plug (included). All components are packed in a rugged plastic carrying case.

For more information about the Tracerline® TP-9364 PRO-Alert 2791™ Electronic Refrigerant Leak Detector, call toll-free 1-800-641-1133. Outside the United States and Canada, call 516-333-1254. Website at www.tracerline.com.

Microflex Announces the First Disposable Flock-Lined Gloves

Microflex Corporation, a division

of BarrierSafe Solutions International (BSSI), a leading provider of latex and synthetic hand protection, has announced the launch of Dura Flock™ nitrile gloves. Dura Flock™ gloves are the result of analyzing end user data along with critical research and development.

The unique feature of Dura Flock™ gloves is the flock lining, which is a fine layer of cotton on the inside of the gloves. By absorbing moisture, the flock lining keeps hands dry inside the glove, improving the grip, which is essential to automotive technicians, maintenance professionals, and lab workers. While there have been flock-lined gloves for many years, never before have they been available in a disposable, one-time use glove.

Dura Flock™ gloves are made from nitrile, a latex-free alternative for those with latex allergies. At 8mil, Dura Flock™ nitrile gloves are also the thickest gloves available from Microflex. But as Microflex Product Manager Jennifer Singh notes, “Dura Flock™ gloves are specially formulated to be more comfortable than the standard 8 mil glove.” Microflex Director of Corporate Accounts LeeAnn Nejedlo agreed that the thickness, flock lining, and comfort of Dura Flock™ gloves make them “a good choice for extreme environments, like you find in factories, maintenance shops, and laboratories.”

For more about Dura Flock™ gloves, visit www.DuraFlockRocks.com.

ZF Services North AmericaExpands Product Management and Marketing Department

ZF Services — the strategic aftermarket business unit of ZF Friedrichshafen AG — is pleased to announce the recent expansion of its Product Management and Marketing Department to better serve its customer base and position the organization for future growth.

Immediately following the merger of ZF Sales & Service NA, LLC and ZF Trading NA, LLC on January 1st, 2008, the newly formed ZF Services North America began the process of combining product lines

and restructuring the organization, including the Product Management and Marketing Department.

During the process of combining product lines into automotive, heavy commercial vehicle and off-highway businesses, it became clear that many new opportunities existed via cross-selling and new business development.

“In order to successfully meet the demands of our customers, while pursuing new business, we needed to add capacity to our Product Management and Marketing Department,” said John Edwards, President.

ZF is a leading worldwide sup-plier of driveline and chassis technol-ogy. Headquartered in Friedrichshafen, Germany, ZF is among the 15 largest automotive suppliers in the world. The company employs over 58,000 at 120 locations in 25 countries, and estimated sales of $16.2 billion in 2008.

For more information about this or other ZF operations, visit their web site at www.zf.com.

Indianapolis Motor Speedway: 100 Years of Racing

It started with a corn-field and one man’s dream. Fast forward 100 years and what was once pasture-land is now home to the world’s most celebrated racetrack.

Indianapolis Motor Speedway: 100 Years of Racing (Krause Publications) chronicles the moments, big and small, that mark the Speedway’s first century as the most renowned racing venue in the world. This stunning coffee-table book showcases more than 200 memo-rable images.

Written by Ralph Kramer, who grew up on a farm just 50 miles from the Indianapolis Motor Speedway, and saw his first Indy race in 1950.

This book is available from major bookstores, online sellers and from Krause Publications, 800-258-0929 or www.krausebooks.com.


GEARS April 2009 61

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SHOPPER CLASSIFIED ADSGEARS Shopper advertising costs $300.00 for a one time insertion ad, (2 1/4 X 3) 2.25 X 3. Larger ads can be placed elsewhere in the magazine and are charged at comparable rates. Check or money order must accompany all orders. For information on Shopper advertising in GEARS, contact GEARS, 2400 Latigo Avenue, Oxnard, CA 93030, or call (805) 604-2000.

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62 GEARS April 2009


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To order, Email the Bookstore at [email protected] or call Shaun or Ron at 1-800-428-8489.ATRA Bookstore, 2400 Lat igo Avenue,

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THE Cure For J.D.S. (Jelly Donut Syndrome)

We’ve all seen it, the pin has worn the case and now both your apply and release oil squirt out like the filling from that jelly donut this morning. Now your band drags,

and well, you know the rest. This is where we come in. We’ve got patented tools to fix that bore in more cases than you’ve got donuts. We’ve even got a new one for your worn out Torque Flight Throttle Valves.

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64 GEARS April 2009


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66 GEARS April 2009

BUSINESS FOR SALE: Asheville, NC – Well established ATRA transmission shop in business for over 40 years located in the heart of the beautiful Smokey Mountains. Prime downtown commercial property with very large historic building and ample park-ing. Shop’s vast and unobstructed 8000+ sq. ft. interior space includes multiple lifts, offi ce, restrooms, all equipment and many vintage parts. Available separately, busi-ness with equipment & inventory offered at $225,000 and land with building offered at $765,000, or as a discounted package deal. Owner ready to retire. Buy one of the most respected businesses in the area and con-tinue with its long history of success. Some owner fi nancing available. Contact John

888-686-9591 or [email protected]. ATRA Mbr

BUSINESS FOR SALE: California – You need to take a look at this one! 40 years of excellent business transmission & general automotive service. Same great location, central California, this is not your ordinary shop. Large building with latest equipment, owner ready to retire. Contact (209) 602-7250. ATRA Mbr

EQUIPMENT WANTED: For Immediate Purchase - Zoom Technology – solenoid and valve body testing equipment. Call TOLL FREE! (866) 243-8829. ATRA Mbr

SHOPPER CLASSIFIEDGEARS classified advertising cost $95.00 for up to 50 words for a one time insertion. ATRA members are eligible to receive up to three (3) FREE classified advertisements in GEARS annually (per 9 issues). Members wishing to place ads once their three FREE ads have been placed may do so at the cost listed above. Ads exceeding the maximum word count will cost $1.50 for each additional word (not including phone number and address).

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EQUIPMENT FOR SALE: Heavy duty transmission dyno test business for sale, designed for Allisons, heavy duty trucks and cars and any RWD units with solenoid block test capabilities. All in excellent condi-tion, included are dyno tester with 392 Ford gas engine with Zoom Technology window based computer system, valve body cali-bration tester designed by Aidco Company for Allison. New Allison diagnostic scanner, complete paint booth system, 454 and 643 reman units, cores and inventory stock, cus-tomer/client list. Asking $75,000 for all or will sell separately. Northwest Ohio area. Con-tact Jim at (419) 215-5504. ATRA Mbr

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GEARS April 2009 67

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Converter Rebuilding System, includes: TCRS Auto-align welder, electronic balancer and leak tester. Also includes, lathe and in-ventory of parts. New 1999, all equipment is in good working condition -$30,000. Please call (815) 337-1081 and ask for John.

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POSITION WANTED: Money Maker/Cus-tomer Producer – Center Manager position sought by a leader with over 23 years in the transmission industry. Talented, indepen-dent and up to date with what it takes to make a modern day shop run smoothly and make profi t. Experience includes rebuilding, diagnosing, and shop ownership. Contact Michael Ryan at his updated phone number: (928) 566-4307 for more information.

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HELP WANTED: Seattle, Washington – Transmission rebuilder needed in well es-tablished, well equipped transmission shop of over twenty years. Rebuilding and diag-nostic experience required. Monday through Friday, benefi ts include paid vacation, holi-days and health insurance; pay $30 to $35 dollars per hour depending on experience. Contact Mark at (206) 624-1859. ATRA Mbr

HELP WANTED: Twin Cities Transmission in Niceville, Fl is looking for a SwingMan. Medical available! We work 5 days. Please, call Brandy at (850) 729-6629. You can also email or fax your resume to [email protected] or fax (850) 729-1529. ATRA Mbr

HELP WANTED: SuperFlow Technologies Group, www.superfl ow.com has an immedi-ate need for a Sales Executive. Sales expe-rience in capital equipment market a must. Degree in automotive fi eld or equivalent work experience preferred. Mechanically and electrically inclined, ability to read blue prints. Must be able to travel. Contact: hr@superfl ow.com, Fax: (515) 254-1656. ATRA Mbr

HELP WANTED: TransTeam Employment USA, The National Employment Headquar-ters for the transmission industry wants you! We offer a low cost internet recruiting ser-vice for our registered transmission shop owners and deliver nationwide job opportu-nities to our registered employees. Always a free service to all industry employees. Visit our web site www.transteam.com 24 hours a day, 7 days a week to see how it works or call (888) 412-TEAM (8326). We make it easy to relocate! ATRA Mbr

X

Please enclose check or money order in U.S. funds and send to:

GEARS • 2400 LATIGO AVENUE • OXNARD, CALIFORNIA 93030or call: (805)604-2000

U.S. $30 ~ Canada $45 ~ Other Areas $65

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Subscribe Today!Subscribe Today!Grab Your GEARS Now!Grab Your GEARS Now!

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68 GEARS April 2009

ADVERTISERS

Name Page Name Page

ATRA ............................................................... 27,33,53

www.atra.com

ATRA's Powertrain Expo ...................................... 44,45

www.atra.com

Certified Transmission ............................................... 21

www.certifiedtransmissions.com

EVT Parts .................................................................... 9

www.evtparts.com

First National Merchant Solutions ............................. 31

www.fnms.com

Heffernan Group ........................................................ 37

www.heffgroup.com

Jasper Engines & Transmissions ........................... IBC

www.jasperengines.com

Life Automotive Products Inc. .................................... 17

www.smartblend.com

LUBEGARD® By International Lubricants, Inc. ..... OBC

www.lubegard.com

Power Pusher By Nu-Star, Inc. ................................. 31

www.powerpusher.com

Precision European Inc ............................................. 67

www.peius.com

Precision International ................................................. 7

www.transmissionkits.com

Seal Aftermarket Products-

Parker Hannifin Corporation ...................................11

www.parker.com

Slauson Transmission Parts ...................................... 41

www.slauson.com

Sonnax Industries .................................................... IFC

www.sonnax.com

SuperFlow Technologies Group ................................ 29

www.superflow.com

Superior Transmission Parts ..................................... 15

www.superior-transmission.com

TCRA ......................................................................... 49

www.tcraonline.com

Transtar Industries, Inc. ............................................. 35

www.transtarindustries.com

TransTec By CORTECO ............................................ 19

www.transtec.com

TRNi Inc. ................................................................... 30

www.transbuilder.com

Whatever It Takes Transmission Parts, Inc. ................ 3

www.wittrans.com

2009

ATRA Technical Seminar ScheduleCALENDAR

Check ATRA.com for more dates and locations to come!

4/4/09 Minneapolis, MN

4/18/09 Salt Lake City, UT

4/25/09 Fremont, CA

5/2/09 Toronto, ON

5/9/09 Denver, CO

5/30/09 Des Moines, IA

5/30/09 Dallas, TX

6/13/09 Vancouver, BC

8/1/09 San Antonio, TX

8/8/09 Los Angeles, CA

8/22/09 Cincinnati, OH

8/29/09 Chicago, IL

10/17/09 New York, NY

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jasper ibc.indd IBC2jasper ibc.indd IBC2 1/8/09 9:03:00 AM1/8/09 9:03:00 AM

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Documents

April 2009