In detail: do-it-yourself 41te automatic transmission repair from a real master for the site my.housecope.com.
The site provides information on automatic transmissions
Automatic transmission schemes, variators. The principles of the units.
Repair, disassembly and assembly of automatic transmission.
Chrysler, Dodge. 4-speed automatic transmission.
Not a very reliable gearbox, weak points are the torque converter and 440 solenoid block.
I would make this picture last, because first the stopper 429 is removed. The caliper 909 is removed and then everything else.
To remove planetary 40, you need to unscrew bolt 7845.
Solenoid block of a new design.
Old-style solenoid block gaskets.
What changes without fail when repairing this automatic transmission:
What very often breaks down in these automatic transmissions:
CHRYSLER 300M, Cirrus, Concorde, Grand Voyager, LHS, PT Cruiser, Pacifica, Sebring, Cirrus Coupe, Neon, Stratus, Town & Country, Voyager, Intrepid, 300M (Chrysler Cyrus, Concorde, Grand Voyager, LHS, PT Cruiser, Pacific, Sebring, Cyrus Coupe, Voyager)
DODGE Caravan, Grand Caravan, Intrepid, Neon, Stratus (DOJ Caravan, Grand Caravan, Intrepid, Neon, Stratus)
PLYMOUTH Acclaim, Breeze, Caravella, Grand Voyager, Neon, Voyager (PLYMOUTH Acklaym, Breeze, Caravel, Grand Voyager, Neon, Voyager)
All of the above vehicles were equipped with two types of automatic transmissions 31TH (A670), 41TE (A604) and its variant for a longitudinally located engine with front-wheel drive 42LE (A606) and 42RLE with rear-wheel drive or all-wheel drive:
1. Repair of automatic transmission Chrysler type 31TN
Hydraulically controlled three-speed automatic transmission and one solenoid that engages the torque converter lockup. One of the cheapest Chrysler automatic transmissions to maintain and repair. Produced until 2001 inclusive.
The smaller (lighter) the car, the greater the automatic transmission resource (true for all automatic transmissions): on the Dodge Neon, the runs before the first repair are sometimes up to 300 thousand km, the family of minivans asks for repairs with an average mileage of 100-150 thousand km.
This gearbox has no obvious "sores", almost all automatic transmission units break down and wear out. Especially 31TH (as well as 41TE) does not like slipping in snow or mud, since the differential lubrication system is not designed for this. In winter, they often turn to a car service because of the damaged case of this automatic transmission. The reason for the damage to the case is as follows: with active slipping, the differential pin is thermally stuck to the satellite; breaks the cotter pin securing the pin in the differential housing. Under the influence of centrifugal forces, the finger leaves the differential housing while driving and breaks the automatic transmission housing. If you are lucky and the finger does not fall out of the differential housing, then it will simply saw through it. The shavings get into the oil, damage the rubber seals, then the clutches burn out.
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Video (click to play). |
The second problem with this box is damage to the torque converter. Damper springs break, fragments damage the turbine and pump blades, some of them with oil enter the pump and clog the oil channels. Also, the torque converter lock-up clutch often wears out or falls off.
Often, over time, the splines of the clutches of the FORWARD package are cut off. Initial symptoms - the car jerks when starting to move. In the end, the automatic transmission stops loading onto Driver and moving forward.
If only the reverse gear is missing, then most likely there is a problem with the brake band (Revers band) or the piston is faulty Servo... In any case, a complete repair of the automatic transmission is required.
The planetary gearbox (consisting of 2 planetary gears and the 1st sun gear) is rather weak for this automatic transmission and, with a mileage of 100t km or more, it starts to crumble and eventually completely collapses, jamming the automatic transmission.
2. Automatic transmission type 41TE (A604)
Electronic four-speed automatic transmission. It is still produced with minor variations.
Automatic transmission 41TE - the box is quite unique and advanced. It does not have a single brake band, not a single one-way clutch (overrunning clutch - Overrun clutch).Only two planetary gears and 5 clutch packs. The solenoid valves are grouped in a single block outside the transmission. Due to this, the valve body is simple and reliable.
The old name of the box is A604, the new one is 41TE. This is a 4-speed automatic transmission for Chrysler, Dodge, Plymouth and some Mitsibishi front wheel drive vehicles. It has been produced since 1989, initially it was paired with a Chrysler 3.3L transverse engine. The A604 has become a powerful breakthrough in the field of automatic transmission control of modern cars. It was the first to use adaptive control of the gear shift mode, that is, the automatic transmission computer is able to optimize the shift mode, depending on the external conditions and the driving style of the car. The box turned out to be quite compact and versatile. Its variation 42LE (A606) used on cars with longitudinal engine (Chrysler Concord, Eagle Vision, Dodge Intrepid, LHS, 300C) and 42RLE with rear-wheel drive.
- five packs of friction clutches (Underdrive, Overdrive, Lowrevers, 2-4 clutch, Revers clutch);
- four hydraulic accumulators;
- two planetary gearboxes;
- hydraulic pump;
- valve body;
- solenoid block (4 pcs) assembled with pressure sensors (3 pcs);
8000r (check availability) replacement 1500r
- built-in differential;
- 2x electromagnetic speed sensors.
The service life of the automatic transmission declared by the manufacturer is 300,000 km, in practice, breakdowns happen already at 70,000 km. Of the noticed shortcomings stand out:
1. Wear of the splined connection and the planetary gear pinion shafts Front planet;
2. Wear of splines Overdrive & Reverse Clatch Hub;
3. Release boxes after 2001 are equipped with redesigned torque converters. Unfortunately, less reliable than the previous ones;
The damper springs come out of the standing position, the blocking clutch crumbles, which leads to a malfunction of the pump and bearings in the torque converter (screeching when the selector is turned on R or D, as well as the shavings clog the lubrication channel of the planetary gear set, which in turn leads to a FATAL breakdown of the automatic transmission. It turns the bearing of the rear planetary gear set in the housing, with such a breakdown the automatic transmission cannot be repaired. To prevent such a breakdown, it is recommended not to operate the automatic transmission with any transmission errors. especially with P0740 - the torque converter lock is slipping, which means it has already flown off and at any time can disable the automatic transmission.
4. The solenoid block is installed outside the automatic transmission, which leads to frequent oil leaks from under the gasket or from the block itself. Also, the solenoids and pressure sensors themselves, which are in the same housing, often fail. The automatic transmission goes into emergency mode (2nd gear).
5. As in the case of 31TH, the differential pin clings to the satellite in case of frequent and long slippage of the 1st wheel, which leads to damage to the automatic transmission case.
6. Approximately 10% of those who applied for repair crank the bearing race in the automatic transmission housing. The reason is the rear planetary bearing lubrication channel clogged with a torque converter lock. With such a breakdown, the automatic transmission cannot be repaired.
7. The period of oil and filter change is 25,000 km - 50,000 km. Use ATF + 4 oil recommended by the manufacturer;
8. Often they contact the service station with the problem of oil splashing through the automatic transmission dipstick or through the sopun. The reasons are oil overflow above the level, clogged sopun, overheating of the automatic transmission, especially in summer in traffic jams or when driving with an overload (trailer, 7 passengers, driving in the mountains). Clean the sopun, do not overflow the oil above the level, put an additional radiator on the automatic transmission cooling, clean the air conditioner radiator honeycomb, since the automatic transmission radiator is behind it and does not receive additional air cooling, ensure that the cooling fans of the main radiator work properly.
With frequent transitions to emergency mode, the presence of error codes associated with automatic transmission malfunctions (P0700) you can read it yourself 3 times on / off the ignition key, the smell of oil burns, the oil color is black, noises, squeals from the automatic transmission, the presence of a large amount of shavings in the automatic transmission pan when changing the oil - Load the car on a tow truck and take it to a competent Chrysler automatic transmission repair service station.Towing on a rope or even moving on its own can significantly increase the cost of repairs.
In 1989, the American automaker Chrysler offered four-speed automatic transmissions. A604... This transmission modification has been developed for use on front-wheel drive vehicles with an engine volume of 2 to 4 liters.
The automatic transmission A604 was installed on the Chrysler Voyager and Dodge Caravan vehicles. It is on these two vehicles that the A604 transmission is most widely used. Actually Automatic transmission A604 became the first American automatic transmission to receive fully automatic hydraulic control. Thanks to the presence of computer control, the gearbox could adapt to the driving style of the car owner. The computer brain monitored the correct operation of all transmission units, which made it possible to provide the most comfortable and economical ride in a car equipped with an automatic transmission.
The valve body with fully electronic solenoids was responsible for lubricating the moving parts of the transmission. An automatic system determined the network oil pressure and its temperature. Also, the automatics coordinated the degree of opening of the solenoids and the speed of the vehicle. This ensures efficient lubrication and good cooling of the gearbox.
Thanks to its relatively simple design, the A604 automatic transmission is quite reliable and durable. The need for overhaul arises when the mileage is over 400,000 kilometers. In some cases, problems are noted in the operation of the electronic control system, which forces the replacement of the central unit and power cables. The valve body turned out to be quite reliable, and only when using not too high-quality oil with a run of 300 - 400 thousand kilometers does it become necessary to clean it. Solenoids change as a set for 200,000 kilometers. It is possible to determine the presence of problems with the valve body by the characteristic jolts when shifting gears. We also recommend that you regularly inspect the automatic transmission for oil leaks. In the event that there are large smudges, they must be eliminated by replacing the leaky gaskets.
Attention! Car service network of favorable prices. Camber check is FREE! No queues! Repair on the same day!
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Well, here it is clear what the conversation is about.
# 1 Post TISA Mon Nov 03, 2008 8:21 pm
I AM GIVING A REPORT ABOUT THE OVERHEAD OF THE AUTOMATIC TRANSMISSION 41 TE IN HOME CONDITIONS MAY BE PREFERRED TO ANYONE ..
# 2 Post Igor_Emelyanov Wed Nov 04, 2008 6:04 am
# 3 Post KOYT 09-03-08, 08:31
# 4 Post TISA 09-03-08, 08:16
# 5 Post Shurpa_Korobkin 09-03-08, 08:24
You are kindly requested, before asking a question in the config and opening a new topic, look for the answer to your question here:
LINK 1, here: LINK 2 and here: LINK 3
I am sure that 90% of the answers you will find on the links provided. Also - try searching from the MAIN page of the site - there may be more complete results!
P.S If you know the error code, then just type it into the search line. And note that the first letter of the code must be typed in the "Latin" layout! Otherwise, the search results will lead you nowhere.
The first letter of the code is NOT the Russian letter “P”!
And more - a HUGE request to write in this forum in RUSSIAN - save Albanian for a smoking room.
Long-liver 
Group: Users
Posts: 640
Registration: 17.2.2006
From: Estonia
User #: 1 389
Real name: Sergey
Post has been edited tisa – 9.5.2007, 23:16
Chrysler 4-speed automatic transmission A604 , under the brand name of the project "UltraDrive" (40TE / 41TE) was developed in 1989 for front-wheel drive cars of Chrysler (hit - Chrysler Voyager) and Dodge (Dodge Caravan) with engines from 2 to 4 liters.
Mechanical design is based on the successful 3-stage family А404 - А413
A604 is one of the first automatic transmissions, in the design of which an electronic computer was introduced, which took over all the automatic control of hydraulics, adapting to the driver's manner, optimizing the operation of all automatic transmission units, including the gas turbine engine. For Russia A604 is unique in that it was her that GAZ chose as the first and only machine in the Volga "Siber".
The first modification was carried out after 2 years of running in in 1990, when the overdrive burnout package was significantly strengthened, then the piston group of the Underdrive package was worked out for several years in a row, in 1998 the Reverse package was reinforced, followed by the oil pump (272500). The valve body was modified several times - in 1996 and 1998.
In 2003, the A604 was also modified and renamed to 40TE (Light, for motors up to 2.4L) and reinforced and the most popular - 41TE (up to 3.8 L). The design has remained practically the same. Rare modifications of this box for four-wheel drive (AWD) are named 41AE.
Only in 2007, for new models, they found funds to slightly modernize the valve body and the modification began to be called 41TES... The most popular automatic transmission in repair Chrysler and the most successful in our market from the whole house Chrysler .
For planned overhauls, the order usually includes: Filter, Repair kit for gaskets and seals, a set of clutches. Pick up repair kits - press the button on the left.
They differ for A604 before 2003 and for modifications 40TE / 41TE after 2004.
Also included in a typical bulkhead order is the Universal Clutch Kit - 272003. Suitable for both A604 and A606 families.
Dexron III - VI type oil is used for this unpretentious box. Learn more about oil.
Replacement requires 8 liters or more, depending on engine power and cooling system. The oil level is checked while the dipstick is hot. The transparency of the oil determines the need to change the oil and filter, which may be required after 20 tkm and after 60 tkm. If the oil becomes contaminated after 10 tkm of run, then remove the sump for further diagnostics and hand over the torque converter for repair - 272001.
Longer service life for a new one (since 1999 - left) – Solenoid block No. 272420A, which, nevertheless, after its service life (approx. 120-150 tkm) also requires repair or restoration. Solenoid block of the 2nd generation - 272420A-BW universal, suitable for the previous version, but with its own gasket.
Craftsmen repair the blocks using the Sonnax Solenoid Block Repair Kit -No. 272424. In the new modifications, Chrysler has significantly updated the filling of this block.
Typical hardware problems Automatic transmission A604:
- Planetary row Front, (Front Planet 272582)
- Sun gear Rear, (SunGear Rear 272614) Worn spline joints of gears.
- Hub for clutches 2-4 with sun gear, (2-4 Hub w / Sun Gear) A604 / A606 / 41TE / 42LE (bushing diameter 29.5 mm) No. 272578.
They fail if they slip in the mud for a long time. And to skid not on duty, but for a long time. It is important. 🙂
- The whole set of bearings - 272201 - has to be changed just as often.
- Retaining ring set - 272860.
First of all, the package O.D .: No. 272100 burns, with it - steel discs 272120. And then the rubberized piston Overdrive 272960 also burns, especially often in winter. The problem is associated with the solenoid block and operation with cold oil.
A typical repair of the age A604 is the change of the entire Bushing Kit 272030. This is when the bushings are eaten by vibrations and the loss of oil through them causes oil starvation.
- replacement of shaft speed sensors - No. 272436 (at the output) and 272438 (input)
- Switch selector position sensor 272410.
- various problems with the Differential bearings (272717),
- The piston is rubberized, Retainer Piston, Underdrive Clutch (272960) changes more often than others together with
- Drum, Drum Input Retainer Clutch (272554A).
These transmissions run for a long time and reliably, provided that the oil is changed annually (or after 30 tkm) and its level and quality are monitored. If the oil becomes contaminated too quickly, it is worth listening to the operation of the torque converter and not being late with its repair.
Chrysler OBD-II trouble codes. The cost and availability of the items you need can be checked in the online store by clicking on the number on an orange background.
On which cars this automatic transmission family was installed:
cvisk 18 Sep 2016
cvisk 18 Sep 2016Has anyone tried to change it?
Sent from my LG-D800 via Tapatalk
cvisk 20 Sep 2016
talisman (19 September 2016 - 12:47) wrote:
The automatic transmission adaptation process (Quick Learn) is necessary to adjust the parameters of the electronic control unit (TCM) to the hydromechanical features of the vehicle's automatic transmission.
This procedure gives an improved, optimal automatic transmission shift mode.
One of the important functions of the TCM is to monitor the clutch volume indices of the clutch packs (CVI). The CVI parameter indicates how much ATF is required to fully compress the clutch package.
TCM calculates gear ratios based on the readings of the speed sensors of the input and output shafts of the automatic transmission. Each sensor transmits shaft speed information to the TCM with electrical signals at a variable frequency. The frequency changes in proportion to the change in shaft speed.
By comparing the two signals, the TCM can determine the gear number, which is a function of the control unit to calculate the CVI parameters.
The TCM determines Volume Indices (CVIs) by monitoring the time it takes to fully engage a gear.
The L / R clutch volume parameters are updated when shifting down 2-1 or 3-1.
Transmission temperature should be between 21-49 ° C (70-120 ° F). The CVI of the fluid coupling must be between 35 and 83.
The clutch volume parameters of clutch 2-4 are updated when shifting 1-2. Transmission temperature must be above 43 ° C (110 ° F). The CVI of the fluid coupling must be between 20 and 77.
OD clutch fluid volume parameters are updated when shifting 2-3. Transmission temperature must be above 43 ° C (110 ° F). The CVI of the fluid coupling must be between 40 and 150.
The UD clutch volume parameters are updated on 4-3 or 4-2 shifts. Transmission temperature must be above 43 ° C (110 ° F). The CVI of the fluid coupling must be between 24 and 70.
Adaptation of an automatic transmission requires certain conditions that must be taken into account.
A transmission adaptation cannot be used as a repair tool.
The adaptation procedure is necessary after a major overhaul, TCM replacement or replacement of any transmission components.
In some cases, adaptation is needed as a diagnostic procedure. If the transmission control system shows a problem associated with incorrect CVI parameters, you can carry out the transmission adaptation mode and observe the changes in the CVI readings during the further operation of the vehicle.
In most cases, after the adaptation procedure, the quality of gear shifting improves, but if a problem remains in the transmission control, after a while the malfunction will return to its attention and the CVI parameters will change.
You will have useful information with which you yourself can determine the causes of malfunctions and errors in the operation of components and assemblies of your car.
Content in Russian.
Format - e-books.
In case the TCM has been replaced or the battery is disconnected, you must first carry out the “Battery Disconnect” procedure with a diagnostic scanner.
Before starting the adaptation procedure, be sure to keep the transmission in the “OD” selector position for some time with the engine running and the ATF fluid level is normal. This is necessary to remove air from the fluid couplings and hydraulic lines to prevent the recording of erroneous parameters of the fluid clutch volume (CVI). Otherwise, it can cause either rough or sluggish gear changes.
If a new TCM is installed on a vehicle with a hot engine, the adaptation procedure may cause the TCM to calculate the wrong ATF temperature (a low ATF temperature will be recorded). In this case, it is required to control the calculated ATF temperature using DRBIII scanners, StarSCAN or other special equipment.
If the temperature is below 15 ° C (60 ° F), the automatic transmission must be allowed to run while driving or idling until the temperature rises above 15 ° C (60 ° F).
If the temperature is above 93 ° C (200 ° F), the transmission must cool below 93 ° C (200 ° F).
After the adaptation procedure is completed, the first gear will be engaged, then move the selector to the “P” position.
- After installing a new TCM.
- After replacing or repairing internal elements and components of the transmission or torque converter.
- If one or more of the clutch volume indices (CVI) contains distorted parameters due to improper operating conditions of the automatic transmission.
To correctly perform the automatic transmission adaptation procedure (Quick Learn), the following rules must be observed:
- The selector must be moved to the “OD” position with the engine running and the recommended ATF level. This is necessary to clean the air lines and fluid couplings, to prevent errors in CVI parameters. This can cause incorrect gear changes (bumping or sluggish gear changes).
- The vehicle must be braked.
- The engine should run at idle speed without additional loads.
- The opening angle of the TPS sensor must be less than 3 degrees.
- The position of the selector lever must remain in neutral until it is commanded to switch to “OD”.
- The selector lever should remain in the “OD” position until the diagnostic scanner indicates the end of the procedure.
- The ATF temperature must be between 15 ° C (60 ° F) and 93 ° C (200 ° F).
Observe:
the above conditions must be met during the adaptation mode, otherwise the procedure will be aborted.
The output shaft speed sensor signal (converted by TCM to pulse) is input to the engine control module (PCM) and is used to calculate speed and distance.
The wheel size is stored in the electronic memory of the TCM to ensure the correct number of pulses based on the distance traveled by the vehicle.
The wheel size is programmed in the TCM when the vehicle is assembled at the factory.
The Pinion Factor can be checked and / or changed by dealer DRBIII, StarSCAN or other special equipment.
The parameter of the electronic standard size of wheels is necessary for the normal operation of the car, otherwise you may encounter the following malfunctions:
- If there is no wheel size parameter in the TCM memory, the vehicle speedometer may not function, the engine speed will be limited to 2300 rpm, and catalyst damage may occur.
- Choosing the wrong wheel size will cause inaccurate speedometer readings and suboptimal gear shifting modes.
After replacing the TCM, you must be sure to reprogram the Pinion Factor.
All procedures of adaptation, diagnostics and testing of transmission 41TE, 42LE, 45RFE can be carried out in our "RAT-Auto" car service. For professional repair and maintenance of Chrysler transmissions, we have the necessary instruments, dealer equipment and qualified personnel.
The TCM determines Volume Indices (CVIs) by monitoring the time it takes to fully engage a gear.
Place oil pump assembly on torque converter. Remove seal rings from stator shaft. Remove stator shaft from oil pump housing. Place reference mark on
drive and driven gears and remove from pump housing. If oil seal requires replacement, pry seal from housing with a screwdriver. See Fig. 2 0.
1. Clean all components in solvent. Dry with compressed air. Inspect all components for damage or wear. Using a dial indicator, measure inside
diameter of oil pump housing and stator shaft bushings. Measure driven gear-to-housing clearance and gear tip clearance. Using feeler gauge and
straightedge, measure gear side clearance between pump housing face and top of gears. See Fig. 2 1.
2. Ensure all measurements are within specification. See the OIL PUMP SPECIFICATIONS table. If bushing inside diameter exceeds
specification, oil pump housing or stator shaft must be replaced. Replace necessary components to obtain correct clearances.
Application Standard In. (mm) Maximum In. (mm)
Gear Side Clearance .0008-.0020 (.020-.050) .004 (.10)
Gear Tip Clearance .0043-.0055 (.109-.140) .012 (.30)
Gear-To-Housing .0028-.0057 (.071-.145) .012 (.30)
Housing Bushing N / A 1.5035 (38.190)
Stator Shaft Bushing Front / Rear N / A .8496 (21.580)
1. Place oil pump housing on torque converter. Coat all components with ATF. Align reference marks on driven and drive gears during installation.
Align bolt holes and place stator shaft onto pump housing. Install but do not tighten attaching bolts. Install Oil Pump Aligning Tool (09363-20010)
around outside of pump assembly to align pump housing and stator shaft. See Fig. 2 2.
2. Tighten oil pump bolts to 65 INCH lbs. (7.4 N.m). Remove aligning tool. Install oil seal rings. DO NOT spread ring ends more than necessary for
installation. Ensure seal rings move smoothly after installation. Ensure pump drive gear rotates smoothly. Lubricate and install “O” ring on oil
2500, and according to literature, it should be 1800-2000, which is forward, which is back. Switching speed is clear, about 3000-3200 rpm. How did it all start? - I do not know. I took the car in this state (even worse, it did not accelerate faster than 40), bought a master kit, changed all the clutches, seals, balls, gaskets and even changed the brain board, put the gaps in the packages, the oil itself became better, but not much, practically does not react to the adjustment of the cable. When the oil is warm, O / D turns on, when it is cold or hot, it does not. I measured the pressure, although only the regulating pressure, I could not put the adapter on the linear one - the front universal joint was in the way, more than 3 it does not rise. So I concluded: either the oil pump, or it is bleeding off somewhere. As always, there were many "specialists" who only catch up with the dregs, but in essence they can not say anything, so I ask for your help.
DieselHelp
I asked you in a letter - are there any seizure marks, depletion, scratches, traces on the gear in the place of engagement? The gap is too big, but it should ride. not critical. Well, did you suspect the converter? Check the ground clearance, see the overtaking inside. Opensource projects, open source
What about the pressure solenoid?
How does the engine behave?
Did you notice the foam in the oil?
Adjusting the cable. Did you completely change the valve block? Does the cable get stuck anywhere?
Check the engine, compression, fuel pressure.
Give answers to these questions, while I think about what could be.
DieselHelp
Well, yes, a converter. he's a torque converter. (who was the first egg or chicken) himself was not determined how to properly name it, they call it differently in the docks.
Of course, if the clutch is dead, it is necessary to change it, but I have no idea how you will put the converter back together? A slight beating of the hub will rip out the bushing on the oil pump and the gears may break. MAI does not always do it well. here you probably got excited, but I can say one thing - go for it.
A drop in power will not lead to a drop in revolutions on a hundred-test, it’s not for me to explain to you how the turbine works. there is a jerk, there is a transformation, there is no jerk, a smooth flow of oil along the turbine blades, and that is the increase in revolutions. By the way, if the total gap in the assembled state (initial) did not exceed more than 1.5 mm, it is not scary, if more, alas. there is wear and will also transfer the oil along the shelves. like this.
Did you completely disassemble the valve block? Did you take out the valves? Are the springs intact?
Check all solenoids for winding resistance and mechanical parts, at least with air.
I will attach pictures on valves and solenoids if you do not have one.
😉 Got it. where did you order the parts? In Moscow? Who is now working normally on the automatic transmission. Tahoe, Mai, Transtar, Iglservice. Surely a lot more was added.
Well, ok, the result is interesting! Good luck!
Kostia B
😀 and you can start a car from a tug with an automatic machine. some prove it foaming at the mouth, so you start to doubt your mental development 😉
Converter, aka a torque converter, aka a "barrel", aka a "donut" aka. further, whoever has enough imagination, a really repairable unit, but only with the presence of special machines and equipment, and what is important is the availability of a supplier of spare parts for them.In practice, of course, the best way out is a new one! the boo may have hidden small "talents" capable of overwhelming the automatic transmission, thereby destroying all the labor and a mountain of spare parts.
In hydraulics, automatic transmission is a complex hydraulic system with an admixture of electronics, everything should be perfect! If the client does not want to change something, it’s cheaper to dump his CP in the trunk than to listen to something like “You are an expert, you should have convinced me. well, or as a last resort, wipe a piece of paper in front of his nose, refusing to replace the part.
In my experience, there are MAI repairs, after which they gave a new converter and an oil pump, welded a crooked hub. The experience with the restoration of converters in Ukraine is generally very deplorable. so there is no normal restoration, therefore it is necessary to change =))
Who can tell where to look for a problem? VW TOUAREG 2003. Engine VR-6 AZZ 3.2 L. Automatic transmission 09D or EXL. On a cold one, everything is fine. And after warming up when switching 4-5 5-4 jerks and even in some modes a strong blow! The impression is that two programs stuck abruptly for a short period of time! Or the damper is completely missing at the same time. I disassembled the entire box and put it back together. Found nothing. Only one package contains light slip marks. The valve body also disassembled everything, rinsed and reassembled, although there was nothing to wash. All mistakes were erased. They say there is some kind of adaptation of the processor at the moments of switching. I do not know what to do. 
[ADDED = Anatoly] 1120518061 [/ ADDED]
Who can tell where to look for a problem? VW TOUAREG 2003. Engine VR-6 AZZ 3.2 L. Automatic transmission 09D or EXL. On a cold one, everything is fine. And after warming up when switching 4-5 5-4 jerks and even in some modes a strong blow! The impression is that two programs stuck abruptly for a short period of time! Or the damper is completely missing at the same time. I disassembled the entire box and put it back together. Found nothing. Only one package contains light slip marks. The valve body also disassembled everything, rinsed and reassembled, although there was nothing to wash. All mistakes were erased. They say there is some kind of adaptation of the processor at the moments of switching. I do not know what to do.
Well, if there are any spare parts for this box: valves or salenoids.
[ADDED = Anatoly] 1120518070 [/ ADDED]
Who can tell where to look for a problem? VW TOUAREG 2003. Engine VR-6 AZZ 3.2 L. Automatic transmission 09D or EXL. On a cold one, everything is fine. And after warming up when switching 4-5 5-4 jerks and even in some modes a strong blow! The impression is that two programs stuck abruptly for a short period of time! Or the damper is completely missing at the same time. I disassembled the entire box and put it back together. Found nothing. Only one package contains light slip marks. The valve body also disassembled everything, rinsed and reassembled, although there was nothing to wash. All mistakes were erased. They say there is some kind of adaptation of the processor at the moments of switching. I do not know what to do.
Well, if there are any spare parts for this box: valves or salenoids.
[ADDED = Anatoly] 1120518597 [/ ADDED]
DODG INTREPID When P or N is on, it works normally. And when you turn on some kind of transfer, it will stall. Converter is good? Or a lock salenoid, if it is in this box? Or something else, maybe? I don’t want to dig deep right away, maybe there are problems outside?
Well, answer at least somebody.
[ADDED = Anatoly] 1120864036 [/ ADDED]
tempol: I don't see any answers on the forum, send by soap ..
[ADDED = Anatoly] 1120864419 [/ ADDED]
According to Intrepidar: All the same, trance good. Who has and how much money? Only time. Who can offer by phone +38 050 154 8228.
[ADDED = Anatoly] 1120864577 [/ ADDED]
According to Intrepidar: All the same, trance good. Who has and how much money? Only time. Who can offer by phone +38 050 154 8228.
[ADDED = Anatoly] 1120864658 [/ ADDED]
According to Intrepidar: All the same, trance good. Who has and how much money? Only time. Who can offer by phone +38 050 154 8228.
[q] Can anyone have documentation, schematics? [/ q]
Thanks! I already found ATSG. Now you need a prog and OBD adapter diagram ??
Kostia B
😀 and you can start a car from a tug with an automatic machine. some prove it foaming at the mouth, so you start to doubt your mental development 😉
Converter, aka a torque converter, aka a "barrel", aka a "donut" he is. further, whoever has enough imagination, a really repairable unit, but only with the presence of special machines and equipment, and what is important is the availability of a supplier of spare parts for them. In practice, of course, the best way out is a new one! the boo may have hidden small "talents" capable of overwhelming the automatic transmission, thereby destroying all the labor and a mountain of spare parts.
In hydraulics, automatic transmission is a complex hydraulic system with an admixture of electronics, everything should be perfect! If the client does not want to change something, it’s cheaper to dump his CP in the trunk than to listen to something like “You are an expert, you should have convinced me. well, or as a last resort, wipe a piece of paper in front of his nose, refusing to replace the part.
In my experience, there are MAI repairs, after which they gave a new converter and an oil pump, welded a crooked hub. The experience with the restoration of converters in Ukraine is generally very deplorable. so there is no normal restoration, therefore it is necessary to change =))
in principle, there is a chance to start from the tug, on the old series of Mercedes automatic transmissions for this there is even an additional pump in the tail of the box, but this is an exception
As for the special repair equipment, it seems so and not quite so. Cutting and welding can indeed be carried out on current. the machine. To maintain the alignment of the pump hub (nipples) and the back cover, they must be rigidly fixed (for example, the back cover on the exact plan of the washer in the chuck, and the hub firmly supported by the center of the tailstock). In principle, this can be cooked, but after checking the beat. It can be done more productively in other ways (in order to get rid of unnecessary adjustments of beating, balancing and risk), for example, when disassembling, mark the joint and combine it during assembly, weld not with one electrode, but 2, 3, 4. - this will give a more or less uniform warming up the case and will lead it minimally. Plus, you need a press with the ability to warm up the lockup disk for re-gluing it. On the extreme, you can still check the tightness, the unbalance and, in principle, on the same device and the beating of the hub.
At the expense of the rebuild and the client, then everything should be very tough. We just do not take to work without a redield. Extreme cases of lack of rebuild: hydra without a lock, no chips were found in the system or pallet, there were no special complaints except for a specific breakdown, the cause of which is clearly established. And at the same time, the guarantee is halved.
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Yes, I agree so far in Ukraine the situation with the rebuild is unsatisfactory, the responsible hydras should be sent to Poland, they have a huge experience and there are no problems.
