In detail: do-it-yourself a246e automatic transmission repair from a real master for the site my.housecope.com.
Repair of any automatic transmission from 1 day
CVTs, DSG, torque converters, new and remanufactured automatic transmissions, spare parts
Well, here it is clear what the conversation is about.
# 1 Post Maxovik Jan 05, 2017 3:53 am
Happy Holidays everyone!
Toyota Corolla motor 3zz-fe, automatic transmission A246E, mileage 600.000, 2004.
Switches to 4th after 4-5,000 rpm. It also dulls-slips during acceleration. When set to D.
Before me, the valve in the valve body + oil was changed. But the rubber bands are old, oak.
I opened the pallet-ATF fired, fraction with bags + metal shavings.
I will not say that I am a specialist in automatic transmission (but I really want to master this business), so I ask for your help.
In any case, I will give the gas turbine engine for repair or order a new one.
How do the valve bodies go on them?
What is the fundamental difference from the 245th automatic transmission?
Where to dig, what to focus on?
If there is, please share the manual / literature on the A246E.
# 2 Post GEEPER Feb 05, 2017 at 5:42 am
DEUTSCH auto
European auto technical center
+7 913 289 9506
Kemerovo, Bauman st. 55
# 3 Post AX4N Wed Jan 11, 2017 6:49 am
# 4 Post arsas Wed Jan 11, 2017 3:14 pm
# 5 Post arsas Feb 12, 2017 at 1:03 am
In 1985, the Japanese company Aisin introduced a new Automatic transmission A140, which is part of a series of four-speed automatic transmissions installed on Toyota cars. The transmission was intended for vehicles with engine displacement up to 2 liters. The gearbox was installed on Toyota Corolla, Celica, Rav 4 and Corolla.
The use of a special torque converter made it possible to install this modification of four-speed automatic transmissions on vehicles with an increased engine power rating. The gearbox has proven itself as unkillable and super reliable transmission. The first breakdowns are characteristic of the aging of the unit and they appear only on runs after 300,000 kilometers. One of the features of this gearbox modification is that there is no need to change the oil. Only when carrying out a major overhaul, the need for which arises with a mileage of more than 300,000 kilometers, is it recommended to change the oil. At the same time, the car owner must closely monitor the condition of the gaskets in the valve body, since if they are damaged, oil can actively leak through the leaky gaskets, which leads to oil starvation of the gearbox.
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Video (click to play). |
Of the breakdowns, one can single out only the wear of the clutches, which can begin at high mileage. To eliminate this breakdown, it is necessary to use special repair kits that allow you to completely restore the unit's performance. Also, when carrying out a major overhaul, it is necessary to change all gaskets, the oil filter and the oil itself. Any difficulty in performing repair of automatic transmission A140 and there is no modification. Therefore, you can easily carry out all the repair work yourself.
A240 series of 4-speed automatic transmission (A240 - 245, A246E, A247E ... ) has been successfully working since 1985 on the legendary in its reliability Corolla, capturing the adjacent classes - Corona, RAV4 and Celica with a volume of up to 2 liters. Without significant modifications to the indestructible Corolla, the RAV4 is still equipped with the indestructible A246.
This family also includes a higher torque A140-th series of automatic transmission. A140E was installed from 1983 to 2004 on more powerful Camry (Celica. below) from 2L Japanese and American assembly.
At the same time, a slightly more "complex" and expensive box was released - A540, for even more powerful Camry and Lexus engines.
Predecessors, 3-stage A130, 131, 132L installed from 1983 to 2001 - on Corolla and Tersely up to 1.8L.
The first modifications A240L, A241E, A243L, A244 with two solenoids in a simple valve body began to be installed in 1985.
The A240 design was updated in 1993 when new modifications came to replace A245 - A246 - 247 with modern valve body and solenoids. In addition to the valve body, the A245-247 received a new filter (331010C) and new clutches with steel discs. Previous machines of the A240-244 series continued to be widely installed on Corollas around the world until 2008. The difference between related models - in different versions of clutches for the most loaded Direct and Forward packages, the hydraulic plate was constantly improving due to problems with shifting 4-3, the design of the planetary gear was changing, etc.
The current generation of this proven family A245E / A246E / 247E has been published since 2003. Modification A247E slightly reinforced on the “iron” to withstand more torque from the 2-liter engines. In 2003, the valve body was again updated, which received a linear main pressure solenoid (EPC - 331431) and, accordingly, a 331010G filter with a pan, a significant upgrade of the computer and control system.
After running in 2004, the solenoid-electric regulator was slightly changed - 331431DE.
Despite its simplicity and low price, this family of 4-speed automatic transmissions is inferior in popularity to its more “advanced” Aisin's brother from the “U” series - U140 - U240... Competitors of this box can be considered non-German ZF4HP16 - 4HP18, which rather compete with U240, and 4 Jatko mortars: RE4F03 - RE4F04.
This is perhaps the most reliable family of 4AT machines in the world, besides the legendary Toyota long-livers, it is also installed under the name AW70-40LE on the Chevrolet Prizm. But as 72-42LE or 73-41LS was installed on the Pontiac Vibe until the very end of the life of this automaker in 2009.
ATF oil up to 95 years old - mineral, Dexron-III class.
From 1995, Toyota gradually switched to the T-IV type, which was used until 2003-2005. Since 2005-2006, WS synthetics have been poured into Aisin boxes, which works better at low temperatures with solenoids and slipping clutches. For a complete oil change in all boxes of this series produced since 2003, it is recommended to use oil of the WS type. If you have a partial oil change, it is better to check the recommended oil for your car.
On all machines with a metal mesh filter, after 5-7 years of operation, it is recommended to embed an external fine post-treatment filter with a felt membrane into the oil line, which protects the valve body from the adhesive layer of the clutches in the event that the owner has brought their wear to metal. The main filter - No. 100019 on older cars is recommended to be changed annually before winter to control the degree of contamination and the presence of steel crumbs on the filter magnet.
Most of all, this machine is afraid of wear on the torque converter clutch lock-up clutch, which contaminates the solenoids and valve body.
Pick up repair kits - press the button on the left.
These machines pass very long distances without repair, but after 200 tkm, you should monitor the pump oil seal leaks and repair the torque converter - 331001 in time.
Repair kits for gaskets and oil seals for all series А240 and А140 - assembled under numbers No. 331002. Repair kits are different for different series and years of manufacture, which is usually indicated in the description. Timely replacement of consumables gives this indestructible machine another couple of hundred thousand km without overhaul. The resource of these machines is limited only by the life of the car itself, and there are known cases of automatic transmission repairs of a car with a mileage of over a million km.
Modifications A240 from 1988 to 2003 had a similar configuration Whale overwolf - (331002A), and after 2003, the designers decided on deunification.
The choice of OverolKit Repair Kits for this family is perhaps the widest. Most often, craftsmen choose the quality between Transtec and Precision - No. 331002.
Conventional boxes for overhaul are quite old and come with a clutch blocking clutch worn out to glue, with which the remaining clutches are impregnated. Therefore, it is recommended to replace the entire set of friction discs during the bulkhead. Friction discs are assembled in complete sets for different series A140 and A240 - No. 331003.
All that is needed for trouble-free operation is to change the oil on time and (in 8-10 years) filter.
It is also recommended to replace the filter if the box was operated with burnt oil or with a bald clutch of the torque converter.
Filters for A140 on eternal Camry from 1989 331010A are most often found in repair.
Filters for the A240-243L since 1990 (331010B).
Filters for A140 are available in different modifications 331010 for the intake opening - until 1989.
The oil is used T-IV, approx. 7.3 liters for a full shift and 3 liters for a partial one.
Since 2003, the hydraulic plate has been further improved by adding an EPC linear solenoid (SLT) and a filter for A245E / A246E / 247E changed again 331010G (left).
Steel mesh filter. The new settings put much more stress on the torque converter and the oil can burn and become contaminated with glue from the lock-up clutch much faster.
The oils for each of the boxes were selected individually. If in 1993 the unpretentious D-II was used, then later, with the advent of slip blocking of the gas turbine clutch, they switched to ATF Toyota T-IV.
From time to time or due to wear of the torque converter lockup and the resulting vibrations, oil seals (pump, axle shafts, etc., cuffs) 340070 begin to leak. Together with them, the gear selector shaft oil seal 331072 is changed. If tightened with replacement of oil seals, you have to change the pump rotating sleeve 330034.
If you tighten up with this repair, then you have to change the entire pump - No. 331500 or its cover - No. 331510.
Axle oil seals are of two types: an outer diameter of 54 mm (since 1983) and 55 mm (since 1984),
There is a difference in the seals of the left semiaxis for A245 and A247 (left) 331076 .
All these oil seals are included in the Overol Kit and are individually taken by experienced craftsmen when the machine came with only one complaint: a leaking oil seal.
The brake band 331022 has a fairly large resource, the design of which has not changed since 1985.
Change due to old age or when the friction pad is impregnated with burnt oil.
Solenoids have the same great resource. Changing Solenoid Electric Linear Pressure Regulator SLT - # 331431 - Diagnostics requires special equipment.
Solenoids are changed quite rarely in old age cars as they age and the resource is depleted. Electrovalve solenoids 331425 and 331425 are checked by resistance test and pressure applied by the compressor.
Overhauls in services in most cases consist in repairing the torque converter, valve body, box bulkhead and changing consumables and burnt clutches.
The first to fail from the packages are: - Package clutches Forward / Direct HEG 83+ [40Tx1.7 × 126] 331108
paired with - Steel disc, Forward / Direct 83+ [8Tx1.8 × 105] 331128.
The statistics on these boxes are poor, partly due to the fact that the boxes of this family are distinguished by enviable health and unpretentiousness and rarely come for overhaul, and partly due to the fact that overhaul of an old Toyota machine in the service is a relatively expensive pleasure. Many owners forget about the torque converter and kill this unique box to the end, bringing matters to the point of replacing it with an easily accessible control box.
You can check the cost and availability of items for overhaul of this automatic transmission family in the online store by clicking the number on an orange background to search for the details.
An automatic transmission is an expensive component. There is no point in delaying the repair if it starts to work incorrectly. In a car service, such repairs are expensive. You have to pay for the work of specialists and for the details.Having studied the market and the price range of services in this segment, motorists come to the conclusion that repairing automatic transmissions with their own hands is not such a pointless undertaking. The prices of the workshop masters cannot be called modest, and the professionalism does not always correspond to the price. And, after some thought, motorists can decide to fix the problem on their own.
Wherever you decide to repair the gearbox, the whole process goes according to the following scheme:
- diagnostics,
- dismantling the box,
- disassembly of the box,
- complete set with spare parts,
- assembly (installation),
- installation on a car,
- diagnostics after repair.
To fix the problem yourself, you will need some car mechanic skills, tools, a certain amount of time to work with, patience and perseverance.
All automatic transmissions are arranged the same, but there are two types of transmission control - hydraulic and electronic. Their renovation has some differences.
It is important to notice transmission problems at the earliest possible stage. Then, with the correct diagnosis, complex repairs can be avoided. Quiet and smooth operation of the automatic transmission is considered normal. There are a lot of signs that something is wrong with the box. Most often these are extraneous sounds when changing gears or during robotic transmission. It can be crunching, clicks. An unpleasant smell also speaks of problems. It can appear during long-term or short-term operation of the box. It is worse if the gear shifting slows down, or one of them does not work at all. Then immediate intervention is required.
Do not be lazy to look under the car, it should be clean there. Red spots will indicate an oil leak from the transmission. Checking the oil level regularly is a must. Normally, it should be translucent, reddish in color. No burning smells or muddy shades! If they appear, it's time to change the oil.
Automatic transmission malfunctions often arise due to improper operation. The transmission becomes unusable due to insufficient oil level or overheating. For this reason, the gears wear out, the machine can jerk when changing gears. As a result, any part of the automatic transmission may fail. Shocks when driving indicate overheating of the oil and the appearance of problems in the valve body.
Aggressive driving with hard acceleration and braking will erase details. Does not add durability to the box and driving in traffic jams, slipping. All this leads to overheating of the box and has a bad effect on its general condition.
All faults are divided into two subgroups. They can occur in
- electronic control system,
- mechanical and hydraulic parts of the gearbox.
If a malfunction occurs, the automatic transmission goes into emergency mode, that is, it goes into third speed and does not switch. The corresponding icon appears on the display.
If problems have arisen with the electronics, then it will not be possible to fix them by repairing the automatic transmission. Therefore, it is important to understand the nature of the faults.
In diagnostics, the main thing is to collect the necessary information and interpret it correctly. Therefore, it is better to consult a specialist. Determine what the problem is at the service station, and take care of the repair yourself. Without proper experience and equipment, you will spend a lot of time on diagnostics. There are mechanical and computer diagnostics.
General scheme of diagnostic procedures:
- check the oil,
- check the operation of the engine at idle speed, the connection points of the wiring and cables,
- determine the error codes of the operation of the control units (CU) of the gearbox and engine,
- check the box on a car without movement,
- check the automatic transmission in motion,
- check the pressure inside the control system.
If the cause of the malfunctions is electronics problems, then most likely you will not need to dismantle and disassemble the automatic transmission. Diagnostics of malfunctions in this system is carried out by the control unit. It monitors the sensor signals, the transmission ratio and the resistance of the output circuits. Malfunctions of such parts and assemblies may occur:
- input sensors,
- electronic control unit,
- executive devices of the control system,
- violation of the integrity of the electrical wiring connections.
The transmission computer receives signals from various sensors. If some parameters are out of order, it writes the code of this problem (DTC) into memory. You can decrypt such numbers using a special scanner.
These are the main problems of the automatic transmission itself. They are conventionally divided into three subgroups:
- Damage to friction groups, bushings and housings, calipers, planetary gear sets, pump and other mechanics.
- Defective transformer. This includes:
- breaks in the splines of the wires,
- mechanical destruction of the blades,
- overrunning clutch,
- wear of the main blocking clutch,
- depressurization of the piston oil seal.
- Problems with the mechanics of the hydraulic plate.
If the diagnostics were successful and you cannot do without dismantling, then we proceed to this stage of the automatic transmission repair.
You will need a special lift, or at least a viewing hole. As well as a transmission jack and a set of keys. It is better to perform this procedure in a specially equipped garage or box. It will not be superfluous to invite several physically strong guys to help you move the removed box. Its weight is beyond the strength of even a very strong person. Further action plan:
- disconnect all communication tubes and cables;
- unscrew the torque converter mounting bolts, as well as the motor flywheel membranes;
- remove and move the gearbox;
- assess the scale of the breakdown and start repairing.
Before removing the gearbox, the oil does not need to be drained from it. However, then do not forget to substitute the container at the place where the oil supply pipes are attached when you disconnect them - otherwise you will get an ugly puddle under your feet.
All actions must be careful. Sudden movements can damage the splines on the input shaft of the diaphragm.
It is better to do automatic transmission repair with your own hands, having it at hand proprietary manual and a printed diagram of the gearbox. First you need to inspect all the systems that serve the gearbox, mounts and blocks. Then we proceed to the repair. For this:
- We disassemble the gearbox, wash and dry the parts and check them for defects.
- We change all gaskets, seals, as well as worn out parts.
- Remove the inhibitor block and sump. We clean out the dirt inside. It looks like metal magnetic shavings.
- We remove the wiring of the ring from the plug and push them inside the plug.
- Remove the valve body, loosen the brake band bolts. We wash the valve body.
- We check the clutches, gears and planetary gears for wear. We will replace it if there is such a need. All internal rubber bands must be changed!
- We open the oil pump. We check all the details, especially the filter. We change what has already served its term. We use the manual so as not to swap parts.
- We take out the valves and springs. We wash the valves. Their sticking can be the reason for incorrect operation of the automatic transmission. Replace the accumulator springs if they are broken.
- Putting everything back into place. It is important not to confuse anything!
- We replace rings and friction bolts.
- We check the gear shift assembly and the large piston and put the oil pump in place.
Assembly takes place upside-down.
There are some points that it is advisable to take into account when repairing.Often a transmission problem is related to the filter. It will not be possible to change it without removing the valve body. And when it is removed, the gasket breaks. To replace it, you will need to disassemble the valve body completely. The same applies to the accumulator spring from first to second gear. A special stopper does not allow you to remove it without disassembling the valve body. All valve body gaskets are very similar, do not mix them up. Assembling the valve body, we tighten it with a torque wrench. It is important not to overtighten here.
If all the breakdowns are eliminated, we install the automatic transmission. The moment is responsible, haste is inappropriate here. During these works, the following recommendations should be adhered to:
- When installing the automatic transmission in its place, the diaphragm is checked for end runout using an indicator head. If such a defect occurs, then it must be replaced.
- The radiator is flushed until the gasoline is clean. Then a liter of transmission oil is poured into the gas turbine engine and put on the input shaft. You need to achieve a secure connection and a complete fit. Then you need to dock the engine with the box along the guide centering pins. The crankcases must abut completely.
- Tightening the bolts in the box is the next step. After that, the absence of gaps along the entire plane is checked. After connecting all the highways, the correctness of the connections is checked.
- At the final stage, oil is poured and the operation of the automatic transmission is checked at low engine speeds.
Beginning the installation of the box, be sure to check for the presence of centering pins on the crankcase flange - there should be two of them. If at least one is missing, the automatic transmission cannot be attached.
Automatic transmission repair and diagnostics do it yourself - not an easy, but feasible task. Choosing a car with an automatic transmission, novice car enthusiasts believe that repairing it at home is impossible. This is not true. But before deciding to carry out such important work at home, you need to weigh all your possibilities. Then you will not be in for unpleasant surprises during the renovation.
Good day everyone. I decided to completely replace the fluid in the box. My box is A246E, judging by the instructions, since the car is 2WD. I have clearly studied everything and the whole process of replacement several times.
But I never found the filter and gasket in the catalog. Found only filter 35330-12030 / 12040. Is this the same filter?
Automatic transmission filter 35330-12030. Filter gasket 35339-12020. (The filter came with a gasket). Automatic transmission pallet gasket 35168-12030. I advise you to take another automatic transmission pallet plug 90341-10011, an automatic transmission pallet drain plug sealing ring 35178-30010.
In the case of the Alco TR-039, a pallet gasket is not required. So 35168-12030 can not be taken.
Filter gasket 35339-12020 is the red-haired T-shaped gasket in the top photo?
Take the stopper of the pallet so as not to rip it off by tightening it tightly?
And the ring? If something happens, the old will not work, or will it also come in handy?
So, as I did, I took the oreginal filter, oreginal on the pallet too. When I twisted it, I ripped off the thread on the cork, and the ring didn’t drip.
Can you tell me more about the exact location of the cork? Not to search?
And what are you pouring / lil? DIII?
I did this, put two bricks with a house on top, put a board, drove in, spread a piece of hardboard, lay on my back and started. He unscrewed the plug, liquid flowed out, then he began to unscrew the bolts and left two on the dioganal. I hooked up the pallet with a screwdriver, and a little more liquid poured out. He unscrewed two bolts, began to wipe the pallet of the magnets, wiped it off. Then he unscrewed the filter and still not a lot of liquid poured out. I waited for the little glass. Then I put the filter in reverse order. Gasket on the pallet, tightened cross to cross (bolts). Then the main thing is not to tighten the cork and the ring. Poured this dextron
yes yes yes, this is how I imagine it 🙂 I want to do this.
Just what tube to remove from the radiator? Which of the two?
Do we perform drain operations, change everything, unhook the tube and start the engine by adding liquid? Or wait for everything to pour out?
Someone talked about bubbles.
When he collected everything, he poured dexton to the lowest level, picked up the phone and started it, poured a liter, drowned it out. So, until the light destron has gone. The tube is right when you look at the car from the front. Then he warmed up the destron (rolled around the dachas) did it in the country and poured it until it dropped, it took two cans of 4 liters and one liter. Time 2 hours (not in a hurry no where).
What do you think in - 8 such an operation can be done harmlessly for the machine?
Are there any tips for tilting the car up or down to drain better?
Thank you, tomorrow I will start looking for filters in the morning and a good ATF.
There is nothing that is not possible, but I would not, because my back is torn off healthier. And there is no garage or warm box. You can do it in the service on the device for 5000 rubles, I did it myself since it was spring May, well, my hands were just straight and I had a desire to do it myself. It wasn't about the money.
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A240 series of 4-speed automatic transmission (A240 - A246E, A247E... ) has been successfully working since 1985 on the legendary in its reliability Corolla, capturing the adjacent classes - Corona, RAV4 and Celica with a volume of up to 2 liters. Without significant modifications to the indestructible Corolla, the RAV4 is still equipped with the indestructible A246.
This family also includes a higher torque A140-th series of automatic transmission.A140E was installed from 1983 to 2004 on more powerful Camry (Celica. below) from 2L Japanese and American assembly.
At the same time, a slightly more "complex" and expensive box was released - A540, for even more powerful Camry and Lexus engines.
Predecessors, 3-stage A130, 131, 132L installed from 1983 to 2001 - on Corolla and Tersely up to 1.8L.
The first modifications A240L, A241E, A243L, A244 with two solenoids in a simple valve body began to be installed in 1985.
This design was complicated in 1993 when new modifications came to replace A245 - A246 - 247 with modern valve body and solenoids. In addition to the valve body, the A245-247 received another filter (331010C) and some clutches with steel discs. Previous machines of the A240-244 series continued to be widely installed on Corollas around the world until 2008. The difference between related models - in different versions of clutches for the most loaded Direct and Forward packages, the hydraulic plate was constantly improving due to problems with shifting 4-3, the design of the planetary gear was changing, etc.
The current generation of this proven family A245E / A246E / 247E has been published since 2003. Modification A247E slightly reinforced on the “iron” to withstand more torque from the 2-liter engines. In 2003, the valve body was again updated, which received a linear main pressure solenoid (EPC - 331431) and, accordingly, a 331010G filter with a pan, a significant upgrade of the computer and control system.
After running in 2004, the solenoid-electric regulator was slightly changed - 331431DE.
Despite its simplicity and low price, this family of 4-speed automatic transmissions is inferior in popularity to its Aisin's brother from the “U” series - U140 - U240... Competitors of this box can be considered non-German ZF4HP16 - 4HP18, which rather compete with U240, and 4 Jatko mortars: RE4F03 - RE4F04.
ATF oil up to 95 years old - mineral, Dexron-III class. From 1995, Toyota gradually switched to the T-IV type, which was used until 2003-2005. Since 2005-2006, WS synthetics have been poured into Aisin boxes, which works better at low temperatures with solenoids and slipping clutches.For a complete oil change in all boxes of this series produced since 2003, it is recommended to use oil of the WS type. If you have a partial oil change, it is better to check the recommended oil for your car.
Repair kits for gaskets and seals A245 + No. 331002 differ from previous modifications A240-244.
Modifications A240 from 1988 to 2003 had a similar configuration Whale overwolf - (331002A), and after 2003, the designers decided on deunification.
Conventional boxes for overhaul are quite old and come with a clutch blocking clutch worn out to glue, with which the remaining clutches are impregnated. Therefore, Aisin engineers recommend in such cases to change the entire set of friction discs (# 331003).
All that is needed for trouble-free operation is to change the oil on time and (in 8-10 years) filter.
It is also recommended to replace the filter if the box has been operated for a long time with burnt oil or with a bald clutch of the torque converter.
Filters for A140 on eternal Camry from 1989 331010A are most often found in repair.
Filters for the A240-243L since 1990 (331010B).
Filters for A140 are available in different modifications 331010 for the intake opening - until 1989.
The oil is used T-IV, approx. 7.3 liters for a full shift and 3 liters for a partial one.
Since 2003, the hydraulic plate has been further improved by adding an EPC linear solenoid (SLT) and a filter for A245E / A246E / 247E changed again 331010G (left).
Steel mesh filter. Out of habit, the craftsmen do not change the filter, but the old recommendation remains to change the closed filter with every second oil change, which means after 140-160 tkm. The new settings put more stress on the converter and the oil can become contaminated much faster.
The oils for each of the boxes were selected individually. If in 93 the unpretentious D-II was used, then later, with the advent of slip blocking of the gas turbine clutch, they switched to ATF Toyota T-IV.
From time to time or due to wear of the torque converter, oil seals (pump, axle shafts, etc., cuffs) begin to leak 340070. Together with them, the gear selector shaft oil seal 331072 is changed.
If you tighten up with this repair, then you have to change the entire pump - No. 331500 or its cover - No. 331510.
Axle oil seals are of two types: an outer diameter of 54 mm (since 1983) and 55 mm (since 1984),
There is a difference in the seals of the left axle shaft for A245 and A247 331076.
All these oil seals are included in the Overol Kit and are individually taken by experienced craftsmen when the machine came with only one complaint: a leaking oil seal. Which usually means that the torque converter lining is eaten, it slips, turns and overheats the housing and shaft, and with longer service life, it kills the bushings, pump and axles.
The brake band 331022 has a fairly large resource, the design of which has not changed since 1985.
Change due to old age or when the friction pad is impregnated with burnt oil.
Solenoids have the same great resource. Changing Solenoid Electric Linear Pressure Regulator SLT - # 331431 - Diagnostics requires special equipment.
Solenoids are changed quite rarely in old age cars as they age and the resource is depleted. Electrovalve solenoids 331425 and 331425 are checked by resistance test and pressure applied by the compressor.
Overhauls in services in most cases consist in repairing the torque converter, valve body, box bulkhead and changing consumables and burnt clutches.
The first to fail from the packages are: - Package clutches Forward / Direct HEG 83+ [40Tx1.7 × 126] 331108
paired with - Steel disc, Forward / Direct 83+ [8Tx1.8 × 105] 331128.
The statistics on these boxes are poor, partly due to the fact that the boxes of this family are distinguished by enviable health and unpretentiousness and rarely come for overhaul, and partly due to the fact thatthat the overhaul of an old Toyota machine in the service is a relatively expensive pleasure. Many owners forget about the torque converter and kill this unique box to the end, bringing matters to the point of replacing it with an easily accessible control box.
What is the transmission or gearbox of your car, as well as many other things you will learn on our website
Good day. (A question in continuation of the topic from 11.12.2011 19:27)
Question about prices and suppliers in online stores
Help me figure it out, you need a valve body for U140F (35410-42050).
In online stores, prices start
from 22 400 supplier Emirates,
from 43 225 Supplier JAPAN
from 55 664 supplier Russia
Question? Does the Emirates supply "made in China" at such a low price or is it something else?
Is the USA provider a rebuild or not?
What price does the original start with?
I asked a question about the Emirates in the Emirates, here is the answer. Good afternoon! the manufacturer is indicated by Toyota, this information is posted by the supplier, we do not correct it /.
So what are they selling to us? How to choose the middle ground, not get caught by the Chinese but also not overpay.
1 question? Does the Emirates supply at such a low price "made in China" or is it something else? " - of course China;
2. "Is the USA supplier a rebuild or not?" - they must indicate whether it is new or refurbished;
3. "What price does the original start with?" - and what do you consider under the original. There is a plant in Japan, the United States and China, and all this is original, the Japanese built it. If you mean a purely Japanese hydraulic control side, then hardly anyone will bring it to you, i.e. they can promise, but not the fact that it will be Japan.
Artem Good afternoon! Toyota Matrix 1.8, 2003 Mileage is about 130 t.km. When driving to D from 1 to 2, a jolt is felt (I release the gas pedal before the moment of switching, so that there is no jolt), the rest of the gears are switched on normally. If you start moving with the lever at 2, then switching from 1 to 2 is smooth. Tell me, please, how is this explained and can it be cured?
Change the pressure solenoid first. This is their disease, which begins to manifest itself, as a rule, after 100,000 km.
Could you please clarify which of the four solenoids to change? S1, S2, SL or SLT?
1. If you change, change everything.
2. "S1, S2, SL or SLT?" - only the 4th solenoid? And what kind of transmission then?
Good day! A246E transmission, as I understand it. The Repair manual describes the process of replacing solenoids, there are only 4 of them, 3 on one side in a row and SLT separately.
I will add on switching 1-2: there is, as it were, a hang-up of revolutions before turning on the second. It would seem that the device should slow down, then turn on the speed, but it turns out that the speed first turns on, then the revolutions are reset (this feels like, maybe I'm wrong).
And also, please tell me, what does the valve body repair usually consist of?
1. "Transmission A246E, as I understand it." - there may be one of three U240E, U341F and A246E.
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2. "1-2: there is, as it were, a freeze of revolutions before turning on the second." - also check the shift solenoids for sticking;
