DIY 6t40 repair

In 2002, General Motors specialists, together with engineers from Ford, developed an automatic six-speed transmission. 6T45... This modification of gearboxes was installed on SAAB, Opel, Chevrolet and a number of other General Motors vehicles that are assembled in Korea, China and North America. One of the features of this transmission modification is its versatility and the ability to use it on a car with an engine from 1.4 to 3.2 liters of volume.

This modification of the transmission has numerous varieties that are intended for use with engines of various displacement: 6T30, 6T40, 6T50, It should be noted that the gearbox is quite reliable and compact. The latter makes it easy to install it in a small engine compartment.

Automatic transmission 6T30, 6T40, 6T45 has the ability to manually shift gears and activate sport mode. Transmission operation is controlled by a variety of electronic systems that are responsible for the performance and structural integrity of the transmission. Diagnostics has been significantly simplified, which in turn allows minimizing the cost of repair work.

From service maintenance, it is necessary to highlight the manufacturer's requirements for changing the oil every 40,000 kilometers. This work is performed simultaneously with the replacement of the transmission filter elements. With proper experience, the car owner can independently change the oil in the gearbox.

The problematic place of this modification of automatic transmissions is the gaskets and oil seals, which quickly fail and begin to leak oil. That is why it is necessary to inspect the gearbox on a trestle or pit with a regularity every two months to detect oil leaks from the gearbox. If the requirements for changing the transmission oil are ignored, problems with the valve body may appear. It should be remembered that capital repair of automatic transmission 6Т30 / 6T40 is very complex and expensive.

On cars Chevrolet Cruze, Opel Astra J: automatic transmission is installed 6T30 and 6T40... Their advantage over other units is fuel economy, switching speed, adaptability. But we also have a number of childhood diseases and design features. The box allows you to "kick" and in acceptable manifestations this is normal. The 6T series itself has established itself as an automatic machine of average reliability (in comparison with other automatic transmissions). Already by 100,000 km, routine maintenance is often required, with the replacement of consumables, the 3-5-R gear clutch. Also, to eliminate problems, a reinforced spring disc is used in the future. Often already at 60-80 thousand km. the mechatronics (the brain of the box) is changing. During our long practice, we have studied all the diseases of this family and we can safely say that there are no insoluble problems for us regarding this series of automatic transmissions. Call us - we will definitely help.

Repair of any automatic transmission from 1 day

CVTs, DSG, torque converters, new and remanufactured automatic transmissions, spare parts

# 1 Post andogagra Apr 27, 2017 2:03 pm

# 2 Post Evgeniyakpp Apr 27, 2017 3:29 pm

# 3 Post andogagra Apr 27, 2017 3:40 pm

# 4 Post Kraus Apr 27, 2017 3:55 pm

# 5 Post andogagra Apr 28, 2017 7:50 am

Good day! Thanks for the answers!
The question is: what is the training required for, if the automatic transmission control unit is the same? We replaced a couple of parts, but the block itself was unchanged (with the safety of all the data accumulated on this box). What does the box learn in this case? Or is it about checking the functionality of the unit and calibrating?

# 6 Post Kraus Apr 28, 2017 11:14 am

# 7 Post andogagra Sat Apr 29, 2017 6:13 am

What does the video and stuff have to do with it? I am here in order to find out a number of important questions directly from the specialists that interest me, and here they are. If you do not want to answer - do not answer, besides you there are others who can do it. The questions I ask are absolutely normal, tk. out of 10 services, 1 is normal, and the money is not small, so I have the right. And everyone considers themselves a pro! And how then to be? And do not confuse a forum and a company. Remind you what the forum is for? Greediness !? Do you feel the difference between 50 and 100? 100 and 200? If not, well then, apparently you are very lucky! And I count my money and should know that even if the price is really 100, they will do it correctly, and not through one place! And so I will ask questions, because there are those who answer, and the answers, like you, are only in the furnace, since you do not know how to communicate. And don't count other people's money. And I have already received the answers, thanks to those who do not behave like you. Learn to communicate, not turn a branch into a banter. Played.

# 8 Post arsas Sat Apr 29, 2017 8:16 am

On the ecu, you need to close two contacts through the resistance on the ignition on, the scanner does the same.
However, not every scanner can give the correct combination of numbers for the ECU to enter adaptation mode.
Adaptations have a limit.
You can compensate for the hole in the pipe with a patch until the hole is no more than 0.7 in diameter.

As for the money - well, when you buy belyash, you go to see how and where it was prepared?
Two Tajiks can cook in the basement, maybe a cook in a first-class cafe.
Belyash is one to taste, the price is different, feces too

But only after they replaced what was broken and the automatic transmission burns out again, normal hand-operated housekeepers change the valve body.
Returning to the whites - I bought a pie on the track, I don't buy it anymore.

# 9 Post arsas Sat Apr 29, 2017 8:23 am

# 10 Post Rav Sat Apr 29, 2017 8:50 am

# 11 Message andogagra Sat Apr 29, 2017 11:00 am

The answers have been received, but not in this thread, oddly enough (they advised, they say, good, correct guys), but here helluva lot of clever witches sit ala "aggregators". This is not for everyone, but for those who have especially distinguished themselves, on the forums of these comrades you can see right away, they are silenced with words, it is meaningless.

As a result, it turned out to be optimal both in terms of money and timing. The car will be handed over next week. The master dispelled some of the information, confirmed some, and chose the best option.

I wish everyone success with the 6T40 box, not a fun unit, but with proper operation, which also good specialists and craftsmen suggested, everything will be fine. Well, I wish a helluva lot of clever witches to be closer to the people, otherwise the stars and the crown interfere with correct reasoning and thinking.

The assembly of the box consists of several stages.

• assembly of the block of clutches and planetary gears
• oil pump assembly
• combining the halves of the automatic transmission
• valve body assembly

The caliper in our box is of the old style. Four rings. The assembly of a new drum 4-5-6 and 3-5 / Rev begins with the installation of rubber rings.

Next, the clutch piston is 4-5-6.

We put a block of springs 4-5-6 and a piston-holder in it. We squeeze the bag in a press with a snap and put a retaining ring.

Now the installation of the piston 3-5 / Rev and everything connected with it.

Along the way, we rotate all the bushings on a press with a tooling. And for the time it will take to overturn - soak the drum clutches 4-5-6 and 3-5 / Rev in a new and clean DEXRON-VI

After the clutch is saturated with new oil, we collect the clutch packs on the drum. We really need to start with installing the shaft

After that, we take this very pribluda by the shaft and put the automatic transmission in the crankcase. And then, we throw packages and planetariums, like a children's pyramid)))

The process of installing the caliper is extremely gimmicky. And there are some nuances with the installation of metal rings. Therefore, I was busy assembling and did not take off much. As a result, we come to the upper retaining ring.

This is how the half of the automatic transmission is assembled that with clutch packs and a wheel drive differential.

Then we move on to the other half of the 6T40.

For her, we wash and assemble the oil pump housing. In it we repress the bushings, replace the oil seal and install a new oil filter.

At this stage, we connect the halves of the crankcases.

We proceed to flushing and assembling the valve body. It contains six balls. Places pointed with a finger.

The diameter of the ball is cunning to the point of disgrace. 6.33mm I don’t even know which bearing will have to be picked up in case of loss.Therefore, be careful

Wash, clean, blow through and assemble the valve body.

We continue assembling it on the automatic transmission crankcase.

We put brains with a solenoid block on the valve body. And we connect three sensor connectors.

That's all. The 6T40 automatic transmission was disassembled, defective, new parts were purchased, then assembled and ready to be installed back on the car.

The next report I will add a video of her work on the machine. Let's calibrate and go for a ride.

Our main specialization is automatic transmission. The provision of a guarantee for all types of maintenance and repair work of these automotive units is a prerequisite for service.

The quality of work is due to the availability of high-tech diagnostic and repair equipment, professional skills and colossal experience accumulated by service workers over the years of servicing automatic transmissions.

The 6T40 Hydra-matic unit is a joint development product of General Motors and Ford. Installed since 2007 on Chevrolet and Buick assembled at GM Asian factories. Today this unit is installed by Opel, Saab, Daewoo (cars with an engine capacity of 1.4 to 3.2 liters).

Product marking: 6 - number of steps; T - front wheel drive; 40 - transmitted torque (unit class).

The main "sores" 6T40 include:

• obligatory oil change every 50 - 80 thousand km of run (due to the "slip mode" of the torque converter);
• breakdown of the outer circlip on the drum (clutch basket) 4-5-6;
• Complaints about 32-bit transmission control unit with integrated solenoid block.

The most frequently performed work is changing the hydraulic oil. The 6T40 automatic transmission uses ATF Dextron VI. Mixing of liquids from different manufacturers is allowed.

The use of oils with smaller tolerances is strictly prohibited. They do not retain the temperature limits of viscosity, there is no sulfonate-additive package.

When filling such oil, the car continues to drive, but soon a vulnerable spot makes itself felt - leakage of gaskets and oil seals. Inspection of the automatic transmission every two months is not a whim.

Checking the availability and changing the oil is the lot of professionals. There has never been a probe on such boxes. Compliance with technology is mandatory.

At the same time, the usual replacement, through the drain plug of the pallet, will require from 4 to 6 liters of liquid, when performing a major overhaul (bulkhead) - 6.5-8.5 liters.

Failure to comply with the requirements for replacing fuel and lubricants (long driving on burnt oil) may fail the clutches, which are replaced with the entire set.

If the fluid overheats, it may be necessary to replace the pistons (rubber dulls). All five must be replaced. Replacing filters that cannot be flushed is mandatory in this case.

Vibration while driving may be caused by breakage of the wave spring. Failure to take action will lead to failure of the sun gear, freewheel clutch, pistons.

Hello dear owners of Cruises!
A month ago I bought a 2012 Chevrolet Cruze. 1.8 (dorestyle) with a known problem - a kicking box.
Dancing with changing the oil and filter did not help, so I decided to find a contract one.
After reading the forums, it turned out that a 6T40 box should go to 1.8 engines, but an autopsy when replacing the filter showed that I had a 6T30. Hence the question: can I buy 6T40? I seem to have read that the boxes are identical, but I'm not sure. How in size? Will it fit? Well, I would like an expert opinion, is it worth putting 6T40 or is it a crazy idea that will not give anything?

P.S. I could not find an answer in the available forum topics. Please do not hit hard if the topic is repetitive.

Hello dear owners of Cruises!
A month ago I bought a 2012 Chevrolet Cruze. 1.8 (dorestyle) with a known problem - a kicking box.
Dancing with changing the oil and filter did not help, so I decided to find a contract one.
After reading the forums, it turned out that a 6T40 box should go to 1.8 engines, but an autopsy when replacing the filter showed that I had a 6T30.Hence the question: can I buy 6T40? I seem to have read that the boxes are identical, but I'm not sure. How in size? Will it fit? Well, I would like an expert opinion, is it worth putting 6T40 or is it a crazy idea that will not give anything?

P.S. I could not find an answer in the available forum topics. Please do not hit hard if the topic is repetitive.

Tel. for recording: +7 985 996 26 46 Julia.

By no means should you perceive as something insignificant the small jerks that have begun to accompany gear changes in automatic "six-speed", which are equipped with many Opel, Ford and Chevrolet. In fact, jerks indicate a problem with the control pressure, and if you do not pay attention to them, the malfunction progresses, which does not bode well in terms of money investment, which will subsequently be required for repairs.

Automatic transmissions, according to the number of gears provided in them, called "six-speed" by us, are representatives of a whole family that appeared in 2007, but according to a long-term tradition, General Motors is referred to as Hydra-Matic. The family now includes models 6T30, 6T40, 6T45 and 6T50. The numerical index in the designation represents the class according to the magnitude of the transmitted torque. The weakest in terms of torque is 6T30 - it is designed for engines with a volume of 1.4-1.8 liters. 6T50 must "digest" the torque developed by engines over 3.0 liters.

As you can see, the displacement coverage is decent. GM has plenty of cars with engines of this size. In addition to Opel, which so far mainly introduced Belarusians to these automatic transmissions, they are installed on many Chevrolet models, as well as on Daewoo Gentra and a number of Buick and Saturn models. This alone makes the automatic transmission of the family potential candidates to become one of the regular customers of service stations who are engaged in transmission repair, however, Hydra-Matic has two creators.

The automatic transmissions in question were developed by GM in cooperation with Ford, which is why they have been installed since 2008 not only on various Fords with 1.6-3.5 liter engines, but also on Mazda Tribute and some Mercury models. Ford will label them as 6F. In particular, the most widely used 6T40, 6T45 and 6F35 are similar in design and interchangeable in terms of the main spare parts, although they have a number of differences due, for example, to the layout considerations in the engine compartment of the models of different brands on which they were installed. However, this is not the only difference between the GM and Ford variants. Some of them affected the operational problems of the 6T and 6F.

How did the automatic transmissions under consideration manage to "distinguish themselves", because not so much time has passed since the beginning of their production, which is why their operating time in most cases is relatively small and rarely significantly exceeds 200 thousand km?

At first, on 6T40, and then on 6T30, there were non-isolated cases of a breakdown of the outer circlip from the drum of the 4th-6th gears with subsequent damage to the drum.

Less often, but also there were breakages of the elastic disk, which supported the package in the same drum. It is noteworthy that nothing similar was observed on the 6F35. The lesson went for the future - an analysis of the programs downloaded into the "brains" of each of the boxes was made, from which it turned out that the GM programmers overdid it in the settings, making the automatic transmission work with high dynamic efficiency. At Ford, the settings were more forgiving, which provided protection from overly active drivers. After GM made the right conclusions and tweaked its software, the problem lost its original severity.

However, further operation and running time showed that 6T40 and 6F35 are poorly protected not only from overloads, but also from wear and tear, like most modern automatic transmissions of other models and brands. Unlike the old automatic gearboxes, where the torque converter lockup was engaged in higher gears, in 6T40 and 6F35 it works with controlled slippage almost from the very beginning of the car's movement. In this mode, the blocking friction clutch is not completely pressed against the body, but with a microscopic gap, it slips and wears out rather quickly. Therefore, surprises can be expected from GT 6T40 and 6F35 after 120-150 thousand km.

But the main thing is that wear products contaminate the oil. Clutch packs of planetary mechanisms, gears, valves and other rubbing parts also contribute to this matter.First of all, the solenoids of the electronic-hydraulic control unit suffer from dirt. Meanwhile, the boxes under consideration have an adaptive self-tuning function that compensates for the influence of component wear on the timing of gear changes so that it runs smoothly. At the same time, the pressure control system is used for adaptation, as a result of which the ECU is able to adjust the gear shift parameters, maintaining them within the factory settings, as long as the solenoids work correctly. The appearance of jerking instead of a smooth gear change indicates a delay in shifting, and therefore, the beginning of problems with the solenoids.

Paradoxically, the Ford variant turned out to be less susceptible to this problem as well. It's unclear how this went unnoticed by GM, but regardless of its gearbox development partner, Ford has fitted the 6F35 with a dirtier oil filter. However, since it is already clear that 6F35 is also not insured against malfunctions caused by pollution, even if they start later than in 6T40, for her the recommendation to change the oil and filter at least after 70-80 thousand km is no less relevant. What's bad - the filter cannot be changed without disassembling the box.

The main consequence of a malfunction of the solenoids is not twitching, but insufficient pressure in the hydraulic circuits. As a result, the discs begin to slip in the clutch packs.

The presence of discoloration spots indicates local overheating of the discs in these places, and it could not be caused by something other than slipping, despite the fact that there are no obvious traces of mechanical wear on the clutch discs yet. They will appear, but later, but when the signs of wear become obvious, it will really be too late to hope that troubleshooting will cost "little blood".

There is another consequence of slipping - overheating of the oil, which is also a coolant for the automatic transmission. It also does not pass without leaving a trace, causing damage to the rubber seals. That is why it is impossible to ignore the small jerks that began to accompany gear changes in 6T40 and 6F35.

It was noted 6T40 and breakdowns, which are difficult to find an explanation. An example is shown in the photo. Nearby for comparison is a new shaft.

True, on the fragment of the shank there are traces of the sliding bearing bush sticking to the shaft. It is possible that the shaft wedged in the bushing bearing, and this, again, could be the result of low oil pressure. As a result, at some point, the shaft could not withstand a sharp increase in load.

The boxes of the family also have a potential pitfall - the gear chain of the output shaft drive. So far, the chain has not presented any unpleasant surprises, but we can expect that it will in the future, since it is known that such chains tend to stretch due to wear at the joints of the links. When the total wear reaches its limit value, the chain will begin to jump over the teeth. But the question of when this can happen in Hydra-Matic is still open.

Despite the fact that due to the above-described nuances 6T40 and 6F35 can hardly be called hardy, they are still quite reliable. In any case, their predecessor, the GM 4T40, was hardly better. And among the "automatic machines" with the number of gears more than five other brands, there are quite a few of those to which more claims are made. It is important to avoid active driving, bearing in mind that GM's initial software miscalculation indicated that certain gearbox assemblies did not have a large margin of safety. It is equally important to change the oil periodically, despite the fact that the Hydra-Matic is declared maintenance-free.

Sergey BOYARSKIKH
Photo by the author and from open sources
ABW.BY

We are grateful to STO "River Vine" for advice and assistance in organizing photography

Popular models of the most successful cars Chevrolet Cruze and Captiva are developed by the well-known corporation General Motors. Regardless of the place of assembly, the cars are equipped with six-speed automatic gearboxes 6t40.The Chevrolet Cruze automatic transmission allows you to choose the optimal mode that matches any driving style on roads of varying complexity. The main feature of this type of automatic transmission is the ability to shift gears in both automatic and semi-automatic transmission control modes.

Automatic transmission 6t40 device. The gearbox layout includes a traditional planetary gear arrangement. The transmission is braking here using friction discs. The transmission of the power flow from the crankshaft of the power unit to the gearbox is carried out through a torque converter. Depending on the severity of the road conditions, the driver can increase gears by forcibly locking the automatics.

The machine is controlled through a special cable-type drive. By analogy with a manual transmission, the gearshift lever (automatic transmission selector) is located in its usual place. It connects to the electronic control unit.

The differential mechanism of the GM 6T40 automatic transmission also corresponds to a similar device located in the manual transmission.

To most accurately determine the presence and nature of automatic transmission defects, there are special testing methods. In order to prevent serious damage to the automatic transmission, experienced auto mechanics recommend testing. If, as a result of the check, serious defects in the automatic transmission are revealed, you must seek advice from qualified car service technicians.

1. Time delay testing.
2. Standing test.
3. Road test.
4. Checking the transmission oil level.

The first method is the most accessible and simple to carry out on your own. The purpose of the test: to determine the level of performance of the working elements of the automatic transmission. At idle speed, the lever is moved from "N" to drive position "D" or reverse "R". There is a certain pause before triggering.

To ensure the accuracy of the check, the following actions are performed:

• warm up the transmission oil in the box to 50 - 80 ° C (for this you need to drive a few km);
• put the car on a flat horizontal platform;
• turn on the brake;
• start the engine (the required number of revolutions per minute is 750 - 900, otherwise
• testing will not give correct results);
• set the selector to point "D";
• measure the actuation time of the transmission using a stopwatch (the minimum number of measurements is at least 3 times with the subsequent determination of the arithmetic mean), while an interval of 1.2 seconds is considered a normal result;
• in the same way, measure the automatic transmission response delay interval when checking the "R" mode (here the transition time should not exceed 1.5 seconds);

Important: Deviations of the response time in the direction of increase indicate the presence of breakdowns in the automatic transmission. Only professionals are engaged in the identification and elimination of malfunctions.

The purpose of this test is to assess the correct functioning of the internal combustion engine, torque converter, transmission and gearbox GM 6T40 Chevrolet Cruze, Captiva. Safety conditions for testing the second method:

1. Installation of the car in a large area illuminated.
2. Participation of at least two people.
3. Reliable fixation of all wheels, front and rear, with the help of special stops.
4. Testing should last no longer than 5 seconds.

During the work, one person conducts tests and records the data obtained. The task of the second operator is to monitor the condition of the stops and the wheels of the vehicle. If the wheels begin to turn and the stops move at the same time, the operation must be stopped.

• after fixing the wheels, press the brake (the pedal is squeezed out during the entire test);
• start the engine;
• move the selector to point "D";
• note the tachometer data;
• wait one minute;
• move the lever to point "R" (while the tachometer needle should stop in the range from 2400 to 2700 rpm).
• When carrying out this procedure, it is necessary to exclude the appearance of extraneous sounds, vibrations, shocks, vehicle movements.

If the tachometer gives underestimated readings in these modes, it can be concluded that the power unit is not producing enough power.

Higher readings of the device indicate the occurrence of malfunctions in the operation of the automatic transmission.

Testing while driving is one of the most difficult types of testing for the GM 6T40 automatic transmission. Algorithm of actions:

1. Install the automatic transmission selector to point "D".
2. Gradually increasing the gas supply, check the quality of switching modes from the first to the fifth, inclusive.
3. The absence of any mode indicates a malfunction of the box itself, the control mechanism, and the control system.
4. A longer duration of one of the gears indicates a problem in the control system.
5. In position "D" set the car speed equal to 70 km / h. Press the accelerator pedal.
6. Track how quickly the revs change (a rapid increase in the tachometer readings means that the torque converter is malfunctioning).

Stop the car and put the selector in manual gearshift mode. Then start driving and continue testing:

• pressing the gas, include the first, second gears and vice versa;
• then release the accelerator lever to check the quality of engine braking;
• duplicate the previous two points several times - while excluding shocks, slippage, vibration, etc.

After stopping, you need to set the automatic transmission selector to the first speed, press the gas, make sure that it is impossible to turn on the second speed. By reducing the gas flow, check how the engine brakes. At idle, switch to reverse "R" and sharply press the gas pedal. In this case, there should be no such phenomena as: vibrations, slippage, abnormal noises, etc.

• Position the vehicle at a 5 ° tilt.
• Move the lever to "P" (parking).
• Release the brake pedal (the car should not roll away due to the activation of the parking mechanism).

Based on the requirements of the manual, you need to check the volume of oil in the Chevrolet Cruze box after the distance traveled, equal to 15 thousand km. The process of checking the oil level in an automatic transmission GM 6T40 does not fundamentally differ from other analogues.

The automaker assures that there is no need to replace the transmission oil in the automatic transmission of this model. However, during operation, the lubricant often loses its useful properties, forcing car owners to carry out a partial or complete oil change in the automatic transmission GM 6T40. The hydraulic system of the automatic transmission most often suffers from obsolete oil, in particular the solenoid valves - solenoids. Recommended ATF brands of oil for automatic transmissions Chevrolet - GM 93740313, DEXRON VI.

The T 40 tractor of the Lipetsk plant is a universal wheeled vehicle for work in the middle latitudes of our homeland. An economical diesel engine is installed on it. For work, you can use both trailed and attached equipment to facilitate agricultural work. You can plow the field, work with a mower.

Additional functionality is provided by a power of 40 horsepower, 7 gears (5 sequential, slow and reverse) and reverse on them; four-cylinder engine and power steering. Rear wheels, if necessary, can be replaced with smaller ones.

The disadvantages of this model are mainly related to the cooling of the driver's workplace. This is insufficient heating of the cab in winter, and in summer it is very hot in the cab and no air conditioning is provided.
The T 40 tractor was produced from 1961 to 1977, and over the years, new modifications appeared. The first such tractor was the T 40A, which has an increased cross-country ability, as well as a leading front axle, which is activated itself depending on the road.

The tractor T 40AN also has all four drive wheels. It is designed for work in the cold (snow removal).Another version - T 40M has a rear drive axle and the ability to start a diesel engine through an electric starter.

And the T 40AM has two driving axles and is characterized by high cross-country ability. Another modified model - T 40ANM also has two driving axles, but is more stable. Designed for cargo transportation and snow removal.

There are also two so-called industrial models that are used in public works - T 40AP and T 50A.

You can clearly understand which model in question is possible from the following selection of tractor T 40 photos:

This model is mainly equipped with a diesel, four-stroke D-37M four-cylinder engine with a capacity of 37 horsepower. As an alternative, the tractor engine t 40 D-144 (power 50 hp) can be installed. The engine is started through an electric starter, and on some machines through a PD8 starting engine.

The D-37M engine is distinguished by an undivided combustion chamber, which results in lower fuel consumption. At the front are the pulleys of both the crankshaft and the generator, the gas outlet pipe, the fan belt and the pump. On the left is the fuel pump, fuel pipes and filters, an exhaust pipe and an oil meter.

And on the right is a generator, an oil-cleaning centrifuge, a decompression mechanism, a pressure reducing valve, nozzles, a fan, a casing, and also either a starting motor or a starter. All parts are attached to each other using a crankcase. Cast iron engine cylinders. They have 18 ribs for air passage. Each of the four cylinders is covered with an aluminum head.

There are situations when a separate part fails and the engine of the T 40 tractor needs to be repaired. If the engine does not start, then the reason may be a clogged fuel line, you need to rinse and blow it out and try to start it again. It is possible that air has entered the fuel system, which must be removed from there by filling the system. If the filters are clogged, the filtration elements should be rinsed or replaced.

Also, the engine may run intermittently and not at full strength. The reasons in this case are varied: both the air in the fuel system (clean and blow), and the freezing of some elements - the cylinder head valve (clean the valve from carbon deposits), the plunger (replace the fuel pump), the nozzle spray needle (flush the sprayer and clean the nozzles).

When repairing the engine of a tractor t 40, you need to check the fuel line for clogging, if you need to blow and flush, and diagnose the booster pump. The air cleaner also affects engine starting. If it is clogged, it should be rinsed and filled with oil.

The fuel pump may be installed incorrectly or out of alignment. Pistons, cylinders, rings may also be defective or completely fail. In this case, they need to be replaced.

The engine may smoke during operation. The main reason is overload. In this case, it is necessary to turn the gear down to reduce the load. Other reasons may be insufficient air supply (flush and pour oil), a cold engine (warm up), the fuel pump is not properly installed (adjust), wear of rings, cylinders (replacement).
If the engine suddenly stopped working abruptly, then air could enter the fuel system, which must be removed and the system filled with fuel. It is also possible that the fuel line or filters are clogged.

The engine can overheat due to overload, clogging of elements that require cleaning. You should also check the tension of the fan belt. The oil cooler may be off or defective.
If the engine knocks, you need to check the bushings, pins, and if they are faulty, replace. Cylinders, pistons and rings can also be defective or worn out.

The front axle is of great importance when the vehicle is off-road. Thanks to him, his traction and permeability are improved. It consists of a gearbox, differential, suspension, transfer case, final drive. The main gear includes two gears - leading and driven.

The differential is needed to rotate the wheels at different speeds and at an angle (when cornering and unevenness). The transfer case serves as a link between the drive and the drive wheels. Final drives provide a reduction in speed.

It must be remembered that if wheels are installed with a large diameter, then when the front axle is engaged, the rear wheels may slip.
Despite the fact that the T-40 tractor was produced more than 50 years ago, it still serves as a support in agricultural and communal works.

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Diesel D-20. The single-cylinder diesel D-20 has an undivided combustion chamber, which is an elliptical notch in the piston. This diesel engine is based on the previously produced D-14 diesel engine. The main change is to increase [...]

All modern domestic tractors are equipped with high-speed (over 1000 rpm) diesel engines, which have many common design features. All of them operate on a four-stroke cycle and have a vertical arrangement of cylinders. Most diesels are four-cylinder [...]

Hello, please help me. I can't find the old-style oil pump on the T-40. I can replace the oil pump with the T-25. Now they produce wide ones, but I need narrower ones like T-25. The pressure will be fine. Thank you very much for your understanding.