Note: Chapter numbers apply to the 3rd edition of Automatic Transmissions and Transaxles 3e, Summer 2005. Page numbers apply to the 2nd edition.

Problem Solving 1 (p. 39)

Case 1: The control device, either driving or reaction, that applies in this Chevrolet pickup for 2^nd gear is slipping. This could be a band that is out of adjustment, a band servo or clutch piston with low hydraulic pressure, or a badly worn band or clutch.

Case 2: The Nissan Sentra control device that should apply during the N-R shift is not applying. A clutch and band application chart should identify which devices are applied in reverse.

Problem Solving 2 (p. 44)

Case 1: A worn band in this Dodge pickup will usually cause slippage and a flare during a shift. A sticking servo could cause the sudden band apply and bump. A worn third gear clutch will usually cause slippage and a flare during a shift. A bad band adjustment will cause drag or early application if too tight, or bad adjustment will cause slippage or late application if too loose.

Case 2: With the shift selector in drive, this 200-4R transmission uses a roller clutch in the overdrive section to transfer power to the main gear set. In manual 1, the overrun clutch is applied so the vehicle will have engine braking. This transmission has a bad overdrive roller clutch.

Problem Solving 1 (p. 61)

Case 1: Yes, the member that is applied during the shift is usually at fault, and in an A727 this is the intermediate band.

Case 2: The THM 350C reaction member that is applied during the 1-2 shift has failed, and this is the intermediate clutch or roller clutch.

Problem Solving 2 (p. 71)

Case 1: Yes, the member that is applied during the shift is usually at fault, and in a 4R44E this is the intermediate band.

Case 2: The TH 200-4R overdrive roller clutch has failed. It is backed up by the overrun clutch in the manual gear ranges.

Problem Solving 3 (p. 79)

Case 1: In the 4R70W, the intermediate clutch is applied for the 1-2 shift. The flare indicates that the clutch or the intermediate 1-way clutch is failing.

Case 2: A noisy first and second gear while quiet in third indicates a problem in the planetary gearset. No driving or reaction member can cause this.

Problem Solving 4 (p. 90)

Case 1: The 2-4 band in the TH 700-R4 applies during the 1-2 shift. The flare indicates a slipping band.

Case 2: Second and fourth gear in a 42LE transmission use the 2-4 clutch. This 2-4 clutch has failed

Problem Solving 5 (p. 90)

Case 1: A Saturn transmission has no reaction member. This problem indicates that the 2^nd clutch is slipping.

Case 2: A noisy second gear in this Honda indicates that the driving and driven gears for second are damaged.

Problem Solving 1 (p. 108)

Case 1: Low fluid level in the Camry, and most other transmissions, will cause the transmission to loose all gears on a turn. Check the fluid level.

Case 2: This 200-4R can have a hydraulic or mechanical problem. Start by checking the fluid level.

Problem Solving 2 (p. 114)

Case 1: The problem in this Dodge is not the band because it is applied in second gear. This problem is caused by either a stuck 2-3 shift valve or a faulty direct, third-gear clutch.

Case 2: The Mustang�s harsh shifts are probably caused by fluid pressure that is too high. Check the throttle valve and its operating mechanism.

Problem Solving 3 (p. 126)

Case 1: We have to find out which transmission is used in the car, but a band is not applied for the 2-3 shift in either of them. Start by checking the throttle valve adjustment and the fluid pressure for third gear.

Case 2: The Chrysler�s harsh 2-3 shift is probably caused by high fluid pressure. Since the problem began rather suddenly, it is probably caused by a throttle valve fault.

Problem Solving 1 (p. 140)

Case 1: The Corvette�s 1-2 shift problem is caused by a slipping control member, either a clutch or band, that is being applied. Slipping is usually caused by low hydraulic pressure.

Case 2: The Thunderbird�s blue gears were caused by a lubrication failure. Check for a plugged transmission cooler in the radiator.

Problem Solving 2 (p. 144)

Case 1: The pickup�s 1-2 shift problem is caused by a slipping control member, either a clutch or band, that is being applied. Slipping is usually caused by low hydraulic pressure.

Case 2: The Dodge�s harsh shifts are probably caused by high fluid pressure. High pressure can be caused by a fault in the throttle valve or pressure regulator valve.

Problem Solving 3 (p. 151)

Case 1: The Impala�s late shifts can be caused by either high throttle pressure or low governor. Start by checking the throttle valve adjustment.

Case 2: The Celica probably has a stuck 1-2 shift valve (if it has parallel fed shift valves). The second gear control member is not applying. Check for hydraulic pressure going to this clutch or band.

Problem Solving 4 (p. 155)

Case 1: The 2-3 shift valve in this Ranger transmission is probably stuck in the upshift position.

Case 2: Yes, the Regal�s problem is either a accumulator or shift modifier problem. Check the hydraulic circuit to determine what is used in the fourth gear hydraulic circuit.

Problem Solving 1 (p. 166)

Case 1: The Thunderbird has a short-to-ground in the backup light circuit. Check a wiring diagram to learn the wires used for the backup lights, and look in the trunk area for a wire that has lost some insulation.

Case 2: Yes, this could be a broken or disconnected wire. Check at the transmission connector to see if it getting a TCC lockup signal.

Problem Solving 2 (p. 184)

Case 1: The Dodge van has an electrical problem because it is going into limp-in mode. Check for a DTC to help you locate the cause.

Case 2: The Camry went into limp-in. This was probably caused by a loss of the VSS signal that also shut down the speedometer. Check the VSS output.

Problem Solving 1 (p. 197)

Case 1: The Ford van could have a mechanical or hydraulic torque converter clutch problem. Since TCC apply is effected by fluid quality, it is recommended to change the transmission fluid using the approved fluid.

Case 2: The Citation�s problem could be caused by the wrong torque converter. Determine which converter was installed and compare that with the proper one.

538a Insert:

K-Factor: Torque converter K-factor is calculated by dividing the square root of engine torque by the stall speed. K-factor and engine torque can be used to determine stall speed for a particular application.

539a Insert:

Stall torque ratio, STR: STR is the torque converter�s ability to multiply torque usually about 1.68:1 to 2.1:1. STR is normally determined at a specified amount of torque input.