Nissan transmission FWD are designed by JATCO to survive 100,000 full up and down shifts as long at the ATF doesn't exceed 176F and the ATF is changed when ever the color changes. Excessive temperature destroying the ATF is the number #1 cause of failure. #2 is restricted heat exchanger flow [clogged] starving the rear planetary gear of lubrication.
150,000 miles is not unusal with proper maintenance......some make 200,000 miles. A few fail at 50k.......obviously city shift is worse than steady interstate miles, as a hot climate operation vs cold.
I recently brought my car in for service and the service tech mentioned he noticed a humming noise coming from the final drive while the car was on the stand. I personally never noticed the sound while driving. The car has an automatic transmission. They quoted me 5 hours of labor to run a diagnostic. However at$72 an hour...I'm debating whether its worth it or not as if it's not a warranty covered item, I get tagged with the diag fee.
spyder---I wouldn't get into it now. If it's something you hear only on a lift, it could be quite normal. A bad diff or whatever kicks up a pretty audible noise even from the driver's seat. What kind of diagnostic costs $350? Do they mean a tear-down? Can you check the fluids visually and see what's up?
Hello Mr_Shiftright, Yes...they quoted me $350 for a tear down diagnostic. Since my extended warranty expires shortly, I'm debating whether its worth having it done. The only downside is...if they don't find anything wrong, I get tagged with the diag charge. But considering the transmission already has 144k miles of usage. Getting it torn down and looked at might be worth the chance. Especially if they find anything which needs replacing. The service department could then submit a claim to the warranty company for the entire diag and repair charge.
It's a decision I'll have to make soon. Any recommendations?
The snag I see is this--my own car has a pretty distinct gear noise and I pulled the rear axle assembly out of the diff to take a look. Well, sure, there's some wear on the gear teeth--BUT--I'm not so sure a warranty company is going to spring for wear on gears at 144K. In other words, won't you get snagged by the "normal wear and tear" clause?
Of course, you know the severity of this noise more than I could tell, so I don't want to discourage you--I'm just doing my thing, which is thinking of the worst possible outcome--LOL!
I'm not so sure the visually detecting the cause of a driveline noise is going to be that easy.
Did the mechanics give you any idea of what they hope to find? What if they find wear or looseness or play but it's still withink spec?
hi everyone just bought a 97 grand am with the 4t60e tranny has anyone ever heard of bad things about this tranny it has 75000 miles and the fluid has never been changed it shifts okay but sometimes it shifts out of first gear harshly
Any known problems on early model year 1997 Ford Explorer XLT, 2WD, with the 4.0 liter SOHC and 5 speed automatic. The transmission had to be replaced on our vehicle at 74,000 miles. The vehicle was never used in harsh weather or for towing.
I have a 2002 chevy duramax w/allison .after it sits at a front incline ,when starting ,little power forward but none in reverse. This is an on going thing with my dealer and its back in the shop now . Any help?
Owner of an '01 TL - just recently found out about all the tranny probs. I was intrigued by the various posts here, notably some bad-mouthing a tranny flush. The Acura owners manual says first tranny change is at 60,000 miles.As soon as I heard about the TL tranny problems, I did the Acura flush procedure - drain, add, drive a couple of miles, repeat twice, then a final drain 'n fill. Did I 'shock' my poor trannny instead of help it? And I have a follow-up question.
I am curious just what your car is... but regardless, at some 144K miles, were it mine, I would probably not go for the $350.00 diagnostic. The Edmunds website is replete with car buffs who regularly run cars beyond 100K, but I would dare say such vehicles tend to have little residual value to anyone but the current owner! My solution to your dilemma? Start car shopping and save your $350.00.
I haven't gone for the tranny diag yet. I just did get my car back a few days ago after a 1 month stay in the dealer shop. There was over $5k in repairs done ranging from a new turbo charger, valve job, new a/c compressor, various new engine/transmission/axle seals, new tie rods, etc.. The good news was all of it was covered under my extended warranty policy!
I still have a few months left until this warranty finally expires (good grief for the company I'm sure), but my plan now is to take it to a shop which specializes in transmissions and letting them take a look at it. Dealer service seems more like part swapping than anything else.
I'm starting to feel it might be worth driving this car into the ground now...but i'm still unsure about that.
On the other hand, could I possibly attract a buyer into a high mileage car in tip top shape and still get some decent $$ these days?
Meanwhile, found this on another website - any comments experts?
the reason for the honda failures is simple, the auto tranny is simply a manual tranny with a set of clutch packs and servos added, each gear shift once off the showroom floor, clashes gears and knocks off metal, which circulates and imbeds in the clutch pack seals, inviting failure.
Honda/Acura and some Saturn models use an automatic transaxle similar in design to manual units, as mentioned, but the only sliding gear is the reverse idler gear. The original author of the post needs to do his/her homework. Other automatic transmissions and transaxles use an epicyclic (planetary) gearset.
I have been posting on another board here in Edmunds about the transmition in my sons 1996 4.6L T-Bird. It has a brief pause in between shifts at times (mostly just between 1st and 2nd, but sometimes between 2nd and 3rd). It has been like this for a very long time and seems to not get any worse as mileage increases. Is this a normal characteristic of this transmition? I change the fluid fairly frequently, so I don't know if I have anything to worry about or not. Another gentleman has the same problem with his 2000 Taurus, and someone told him he may need a rebuild. Like I said, I don't think I have a problem, but any incite would be appreciated. Oh, BTW it has 115,000miles on it. Thanks in advance!
My wife's '95 Cougar will do the same thing if the conditions are right. I'm assuming the brief pause you mention is when you get on the gas and let up before the shift, the tranny will hang in the lower gear for about a second, then shift. It's normal and is just part of the programming in the PCM.
Does this car have the TC shudder at lockup? What tranny fluid are you using?
Thanks for your response. I am talking about just accelerating from a stop and having it shift up the gears. There just has never been a solid shift. There has always been sort of a pause between gears 1 and 2 and less frequently 2 and 3. Its does not rev up or anything in between shifts, and I think (and hope) you are right with the programing. The main reason I asked on this board, is because there is another guy who posted that his transmition started doing the same thing. I told him not to worry as my sons car did that too. I just want to make sure I didn't give the guy false hopes. Please correct me if I am wrong, but I think that Ford fixed the TC lockup shudder for the 1996 transmitions. I have not had that problem, although while I drive it in town, I have to turn off the overdrive because it kicks in at such low speeds (30-35), and is very annoying. My son does this as well, but it doesn't bother him much because he is used to it. I bring my cars to a friend who does the work for me. I think he uses (Mercron(sp?)) III, is that right? Thanks again! Any other input is welcomed :-)
My 86 ford with a C5 auto tranny has started making a whining noise which changes pitch with engine speed in all gear selections.There are 170k miles on the vehicle.The fluid condition is still nice and red as I have always changed the fluid and filter every 30k-40k miles.I have not dropped the pan since its only been 20k since last service.I would appreciate any suggestions as this sounds like the begining of the end for this transmission.
Might be the front pump starting to sign off. Best way to diagnose is to run it on a hoist and use a stethescope to pinpoint the source. If it's in the area of the bellhousing/main case, it's probably the pump.
A question for the experts here: I have a 2001 Maxima with just under 36K miles. When coming to a complete stop I feel the A/T shudder a little. It is very slight (not noticeable to the passengers) and happens just before coming to a complete stop. Is this normal? Thanks!
I have a 1997 Chrysler Sebring with a automatic transmission. The problem is that it shifts from 1st to 2nd easily, but afterwards it ceases to shift. It just idles really high. What might the problem be?
PLEASE TURN OFF YOUR CAPS LOCK KEY. WE DON"T LIKE PEOPLE SHOUTING AT US.
Generically, a vehicle speed sensor is a permanent magnet AC pulse generator mounted in the output section of the transmission, transaxle, or transfer case if it's 4WD/AWD. It uses a rotating toothed reluctor wheel or tone ring to interrupt the magnetic lines of flux around a permanent magnet with copper windings around it, inducing alternating current into the windings. The frequency of the AC signal is directly proportional to reluctor RPM. Or something like that. What's your make, model, year, transmission, and problem?
alcan, sorry 'bout the caps but my car is a 1997 chrysler sebring LXI and it iss an automatic and it shifts from first to second but then it just idols high i've been told that the transmission speed sensor is the problem and I was going to do the work myself but can't locate the part on the car can u guide me?
You might go to your public library and use the Mitchell Manual Online service (or other similar professional level online reference) and investigate the transmission on your model of vehicle. I think you may be "getting into" something you may choose to hire out.
We have a minor transmission leak in our '96 Plymouth Grand Voyager (104,000 miles). I don't know where it's coming from yet, hope to degrease it this weekend and then find the culprit. My question: if it's coming from a gasket or some such "easy" area, can I use one of these ATF STOP LEAK fluids? Do they work? And, assuming my fluid is relatively topped off, do I need to let a quart out before I dump a quart of this STOP LEAK FLUID in? We hope to hold on to the van for at least another 12 months and it's running like a champ. Even if it continued to leak like it is it wouldn't be a big deal - we're getting maybe 2-3 drops/day and it's been like this for the last six months maybe.
I think you're on the right track. Were I doing that, I'd pump out as much transmission fluid as possible, while I was at it, and replace it with fresh fluid. The part of the fresh fluid that is the "stop leak" product should not be allowed to over fill the transmission. Also: Be very careful to not use the wrong kind of fluid in your Chrysler Corporation transmission! I have a 1996 Concorde that uses ATF+3. Other products can cause big trouble. You might want to check to see that the "stop leak" product is compatible with your transmission.
Went through same problems and I found out that Wal- mart sells Qoeker State brand ATF fluid same as Pennzoil® Multi-Vehicle ATF which is same as Toyota IV The best thing is that you will not need to purchase a gallon jug (Toyota dealer at $ 34) Walmart under $ 4 quart
I'm having problems with 98 Bonneville transmission. I believe the following service bulletins may pertain to me.... how can I read the bulletins without paying $25. 99-06-04-045 99-07-30-007 00-07-30-002B
Tech - Low Power/Stumble When Accelerating in Turns or Straight Line #99-06-04-045 - (10/04/1999) Low Power/Stumble When Accelerating In Turns Or Straight Line (Reprogram PCM)
1998-99 Buick Park Avenue, LeSabre
1998-99 Oldsmobile Eighty-Eight
1998-99 Pontiac Bonneville
Condition Some customers may comment on low power or stumble when accelerating in turns or straight line. Other concerns may include a 2-1 transmission slip, an SES light for P0405/P1374 and an L1 coast-up IAC interaction.
Correction The following service calibrations have been released to update the vehicles to correct the conditions.
Parts Information Part Number, Description
9379884 Broadcast Code: CYDJ - 99 C - Federal - P225 tires - 3.05 axle
9379924 Broadcast Code: CYDN - 99 H - Federal - P215 tires - 3.05 axle
The calibrations listed are electronic calibrations and are NOT available from GMSPO. Calibrations will be available from Techline starting June 1999, on the TIS 2000 Disc 12 CD ROM.
Whine Noise in Park or Neutral, Service Engine Soon or Service Vehicle Soon Lamp Illuminates (Replace Drive Sprocket Support Bearing) #00-07-30-007A - (01/30/2002) Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp Illuminates (Replace Drive Sprocket Support Bearing)
1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera
1999-2000 Chevrolet Lumina, Monte Carlo, Venture
2000 Chevrolet Impala
1999 Oldsmobile Eighty Eight
1999-2000 Oldsmobile Intrigue, Silhouette
1999-2000 Pontiac Bonneville, Grand Prix, Montana
with 3.4L, 3.5L or 3.8L Engine (VINs E, H, K, 1 -- RPOs LA1, LX5, L36, L67)
and Hydra-Matic 4T65-E Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition Some owners of the above models equipped with a Hydra-Matic 4T65-E transaxle with a Julian Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742 may be found.
Cause The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Correction Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed bearings.
Important When installing the new bearing, the part number MUST be visible (facing upward). Before installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information Part Number, Description
24214158, Drive Sprocket Support Bearing
Parts are currently available from GMSPO.
Warranty Information For vehicles repaired under warranty, use:
Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve Assembly) #00-07-30-002B - (07/19/2002) Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve Assembly)
1997-1999 Buick Riviera
1997-2002 Buick Park Avenue
1998-2002 Buick LeSabre
1999-2002 Buick Regal
2000-2002 Buick Century
2002 Buick Rendezvous
1997-2001 Chevrolet Lumina
1997-2002 Chevrolet Monte Carlo
1999-2002 Chevrolet Venture
2000-2002 Chevrolet Impala
1997- 1999 Oldsmobile Eighty Eight
1997-2002 Oldsmobile Silhouette
1998-2002 Oldsmobile Intrigue
2001-2002 Oldsmobile Aurora (3.5L)
1997-2002 Pontiac Bonneville, Grand Prix
1999-2002 Pontiac Transport/Montana
2001-2002 Pontiac Aztek
with Hydra-Matic 4T65-E (RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate Bulletin Number 00-07-30-002A (Section --Automatic Transmission).
Condition Some owners of the above vehicles with a Hydra-Matic 4T65-E transaxle may comment on harsh upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high line pressure (actual versus desired) may be observed.
Cause The above condition may be due to any one of the following which may affect line pressure output:
Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to mechanically bind. Sediment in the valve body, causing the torque signal regulator valve to stick. Incorrect transaxle oil level.
Correction
Important Any of the above conditions may be intermittent, therefore, this test should be performed at least three times.
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table below, to determine if actual versus desired pressures are within the values specified. The Scan Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped. This protects the clutches from extremely high or low pressures in DRIVE or REVERSE ranges.
Refer to the Line Pressure Specification Table below. The pressures in the table assume a temperature of 70°C. The pressure will vary with a change in temperature.
Line Pressure Specification Table Pressure Control Solenoid Valve Current, Approximate Line Pressure* Metric English
0 amp, 1675-2137 kPa, 243-310 psi
0.1 amp, 1662-2124 kPa, 241-308 psi
0.2 amp, 1613-2103 kPa, 234-305 psi
0.3 amp, 1551-2068 kPa, 225-300 psi
0.4 amp, 1448-1986 kPa, 210-288 psi
0.5 amp, 1310-1903 kPa, 190-276 psi
0.6 amp, 1172-1751 kPa, 170-254 psi
0.7 amp, 1000-1531 kPa, 145-222 psi
0.8 amp, 793-1227 kPa, 115-178 psi
0.9 amp, 565-896 kPa, 82-130 psi
1 amp, 469-641 kPa, 68-93 psi
1.1 amp, 448-552 kPa, 65-80 psi
*Approximate Line Pressure is measured at an engine speed of 1400 RPM.
If the actual versus desired pressures are not within the values specified, clean the valve body and replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure Tools Required J 21867 Universal Pressure Gauge Set
Important Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is receiving the correct electrical signal from the PCM.
Install a Scan Tool.
Caution Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury may result if the vehicle moves unexpectedly.
Start the engine and set the parking brake. Check for a stored Diagnostic Trouble Code (DTC). Repair the vehicle, if necessary. Check the fluid level. Refer to the Transmission Fluid Checking Procedure. Check the manual linkage for proper adjustment. Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867. Put the gear selector in PARK range and set the parking brake. Start the engine and allow the engine to warm up at idle.
Notice Total test running time should not be longer than two minutes, or else transmission damage could occur.
Access the PC solenoid valve control test on the Scan Tool. Increase the PC solenoid actual current from 0.0 to 1.0 amps in 0.1 amp increments. Allow the pressure to stabilize for five seconds after each pressure change. Read the corresponding line pressure on the J 21867. Refer to the Line Pressure specification table. Compare the data to the table. If pressure readings differ greatly from the table, refer to Incorrect Line Pressure. Remove the J 21867. Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice Refer to Fastener Notice in Cautions and Notices.
Install the oil pressure test hole plug. Tighten Tighten the oil pressure test hole plug to 12 N·m (106 lb in).
Parts Information Part Number, Description
10478146, Pressure Control Solenoid - Valve Asm.
Parts are currently available from GMSPO.
Warranty Information For vehicles repaired under warranty, use:
Labor Operation, Description, Labor Time
K6353, Pressure Control Solenoid Replacement, Use published labor operation time
K6560, Valve Body Replacement, Use published labor operation time
The flaw with that is they don't specify what year, IIRC from what I looked at in those documents the other day.
(And please note how I said it, the flaw is regarding how the vendor is providing the information, not with what you are saying. I believe you MIGHT be making a bad assumption based on incomplete information.)
Just an example of how I know that type of information can be wrong, or at the very least, misleading. They specify the standard ATF and I believe the Multivehicle ATF fluid is fine for Chrysler vehicles. However, most of us know the 4 speed Automatic Transaxle used in (now all I believe) FWD Dodge and Chrysler cars takes ATF+3 and will be damanged by regular ATF. So you can't just say that because it says Chrysler in the "spec" that means every Chrysler made vehicle.
So I suspect the Multivehicle ATF was good for earlier Toyotas and Toyota now has a new spec for their fluid.
Of course I could be wrong, since this is speculation on my part, but it's what I believe until proven otherwise.
But my point is solid, we need to see the Toyota spec and specifically what fluids meet that spec, and not just a vague applications chart, short on detail.
The information provided on Penzoil website could be more precise. Months ago I found car makers with type of Trans fluid at same site including reference to type 4 , now same document is not to be found on the website. Actually if you look at website itself it is a very basic and not very informative. Try calling Penz and ask if Multivehicle can be used...my Highlander shifts great
HELP!! I have borrowed a 1988 Honda Accord from my sister, and all I want to do is check the transmission fluid. Problem is, I can't find the transmission dipstick. It IS an automatic.
I've had several people look, and no one can seem to find it. Can someone please tell me where it is?
Please e-mail me at schaybree@aol.com. I would sure appreciate any help, thanks.
I have a 95 Chrysler Lebaron Convertible with the 3.0 V6 engine. The transmission oil was changed twice in the past 4 month but it keeps turning black. Does anyone know what's causing it to turn black? it shifts fine and the scanner on the transmission revealled everything within range.
We used to have a 96 caravan that did the same thing yours is doing. it was leaking from the front pump seal in the transmission. It's fairly expensive to fix considering they have to take the transmission out to do it. It's a round rubber seal that breaks and causes the tranny to leak. we never fixed it with 140,000 miles as the engine was also leaking bad, so we just traded it in, but it ran like a champ with 140,000 except for the leaks.
I have a 2000 F250 with 67,000 miles on it. This weekend I pulled into the driveway (slight slope) and put it in Park. It started rolling down the driveway with a clicking sound coming from underneith. I took it to the local Ford place and they advised that it is a bad part he called a "claw" that locks the transmission into Park. He also said that they have been seeing quite a bit of these parts going bad.
There was no sign of trouble before the problem started. Has anyone else had this problem? Does anyone know if it is bad enough for Ford to have issued a recall?
Comments
Excessive temperature destroying the ATF is the number #1 cause of failure. #2 is restricted heat exchanger flow [clogged] starving the rear planetary gear of lubrication.
150,000 miles is not unusal with proper maintenance......some make 200,000 miles. A few fail at 50k.......obviously city shift is worse than steady interstate miles, as a hot climate operation vs cold.
I recently brought my car in for service and the service tech mentioned he noticed a humming noise coming from the final drive while the car was on the stand. I personally never noticed the sound while driving. The car has an automatic transmission. They quoted me 5 hours of labor to run a diagnostic. However at$72 an hour...I'm debating whether its worth it or not as if it's not a warranty covered item, I get tagged with the diag fee.
Any idea what could be causing the noise?
Thanks!
Is change alone sufficient to maintain the Nissan transmission? Thanks again.
Yes...they quoted me $350 for a tear down diagnostic. Since my extended warranty expires shortly, I'm debating whether its worth having it done.
The only downside is...if they don't find anything wrong, I get tagged with the diag charge.
But considering the transmission already has 144k miles of usage. Getting it torn down and looked at might be worth the chance. Especially if they find anything which needs replacing. The service department could then submit a claim to the warranty company for the entire diag and repair charge.
It's a decision I'll have to make soon. Any recommendations?
thanks!
Of course, you know the severity of this noise more than I could tell, so I don't want to discourage you--I'm just doing my thing, which is thinking of the worst possible outcome--LOL!
I'm not so sure the visually detecting the cause of a driveline noise is going to be that easy.
Did the mechanics give you any idea of what they hope to find? What if they find wear or looseness or play but it's still withink spec?
My noisy differential could run for another 100K.
The good news was all of it was covered under my extended warranty policy!
I still have a few months left until this warranty finally expires (good grief for the company I'm sure), but my plan now is to take it to a shop which specializes in transmissions and letting them take a look at it. Dealer service seems more like part swapping than anything else.
I'm starting to feel it might be worth driving this car into the ground now...but i'm still unsure about that.
On the other hand, could I possibly attract a buyer into a high mileage car in tip top shape and still get some decent $$ these days?
Meanwhile, found this on another website - any comments experts?
the reason for the honda failures is simple, the auto tranny is simply a manual tranny with a set of clutch packs and servos added, each gear shift once off the showroom floor, clashes gears and knocks off metal, which circulates and imbeds in the clutch pack seals, inviting failure.
Depends some on the brand, model, and year of the vehicle in question.
Oh, BTW it has 115,000miles on it.
Thanks in advance!
Does this car have the TC shudder at lockup? What tranny fluid are you using?
Please correct me if I am wrong, but I think that Ford fixed the TC lockup shudder for the 1996 transmitions. I have not had that problem, although while I drive it in town, I have to turn off the overdrive because it kicks in at such low speeds (30-35), and is very annoying. My son does this as well, but it doesn't bother him much because he is used to it.
I bring my cars to a friend who does the work for me. I think he uses (Mercron(sp?)) III, is that right?
Thanks again! Any other input is welcomed :-)
Generically, a vehicle speed sensor is a permanent magnet AC pulse generator mounted in the output section of the transmission, transaxle, or transfer case if it's 4WD/AWD. It uses a rotating toothed reluctor wheel or tone ring to interrupt the magnetic lines of flux around a permanent magnet with copper windings around it, inducing alternating current into the windings. The frequency of the AC signal is directly proportional to reluctor RPM. Or something like that. What's your make, model, year, transmission, and problem?
The manual says, use only Toyota T-IV ATF,
Does any one know what kind of ATF is T-IV oil?
Is there any ATF equal to the T-IV oil ?
Need your help.
Thanks,
Rob
Also: Be very careful to not use the wrong kind of fluid in your Chrysler Corporation transmission! I have a 1996 Concorde that uses ATF+3. Other products can cause big trouble. You might want to check to see that the "stop leak" product is compatible with your transmission.
The best thing is that you will not need to purchase a gallon jug (Toyota dealer at $ 34) Walmart under $ 4 quart
http://www.pennzoil.com/penn/products/car_truck/gearoil.html
Look under: Pennzoil® Multi-Vehicle ATF
99-06-04-045
99-07-30-007
00-07-30-002B
Tech - Low Power/Stumble When Accelerating in Turns or Straight Line #99-06-04-045 - (10/04/1999)
Low Power/Stumble When Accelerating In Turns Or Straight Line (Reprogram PCM)
1998-99 Buick Park Avenue, LeSabre
1998-99 Oldsmobile Eighty-Eight
1998-99 Pontiac Bonneville
Condition
Some customers may comment on low power or stumble when accelerating in turns or straight line. Other concerns may include a 2-1 transmission slip, an SES light for P0405/P1374 and an L1 coast-up IAC interaction.
Correction
The following service calibrations have been released to update the vehicles to correct the conditions.
Parts Information
Part Number, Description
9379884 Broadcast Code: CYDJ - 99 C - Federal - P225 tires - 3.05 axle
9379924 Broadcast Code: CYDN - 99 H - Federal - P215 tires - 3.05 axle
9379894 Broadcast Code: CYDK - 99 C - Export - P225 tires - 3.05 axle
9379954 Broadcast Code: CYFH - 99 H - Federal - P225 tires - 2.86 axle
9379914 Broadcast Code: CYDM - 99 H - Export - P215 tires - 2.86 axle
9379934 Broadcast Code: CYDP - 99 H - Export - P215 tires - 3.05 axle
9379904 Broadcast Code: CYDL - 99 H - Federal - P215 tires - 2.86 axle
9379774 Broadcast Code: CYCU - 98 C - Federal - P225 tires - 3.05 axle
9379784 Broadcast Code: CYCW - 98 C - California - P225 tires - 3.05 axle
9379794 Broadcast Code: CYCX - 98 C - Export - P225 tires - 3.05 axle
9379804 Broadcast Code: CYCY - 98 H - Federal - P225 tires - 2.86 axle
9379814 Broadcast Code: CYCZ - 98 H - California - P225 tires - 2.86 axle
9379824 Broadcast Code: CYDA - 98 H - Federal - P215 tires - 2.86 axle
9379834 Broadcast Code: CYDB - 98 H - California - P215 - 2.86 axle
9379844 Broadcast Code: CYDC - 98 H - Export - P215 tires - 2.86 axle
9379854 Broadcast Code: CYDD - 98 H - Federal - P215 tires - 3.05 axle
9379864 Broadcast Code: CYDF - 98 H - California - P215 tires - 3.05 axle
9379874 Broadcast Code: CYDH - 98 H - Export - P215 tires - 3.05 axle
The calibrations listed are electronic calibrations and are NOT available from GMSPO. Calibrations will be available from
Techline starting June 1999, on the TIS 2000 Disc 12 CD ROM.
Support Bearing) #00-07-30-007A - (01/30/2002)
Whine Noise In Park Or Neutral, Service Engine Soon or Service Vehicle Soon Lamp Illuminates (Replace Drive Sprocket
Support Bearing)
1999-2000 Buick LeSabre, Park Avenue/Ultra, Regal, Riviera
1999-2000 Chevrolet Lumina, Monte Carlo, Venture
2000 Chevrolet Impala
1999 Oldsmobile Eighty Eight
1999-2000 Oldsmobile Intrigue, Silhouette
1999-2000 Pontiac Bonneville, Grand Prix, Montana
with 3.4L, 3.5L or 3.8L Engine (VINs E, H, K, 1 -- RPOs LA1, LX5, L36, L67)
and Hydra-Matic 4T65-E Transaxle/Transmission (RPOs MN3, MN7, M15)
This bulletin is being revised to add the Chevrolet Impala to the models affected. Please discard Corporate Bulletin Number 00-07-30-007 (Section 07 - Transmission/Transaxle).
Condition
Some owners of the above models equipped with a Hydra-Matic 4T65-E transaxle with a Julian Date prior to 0045 may comment on a whine noise in PARK and/or NEUTRAL or a Service Engine Soon or Service Vehicle Soon lamp that is illuminated. Upon investigation, a DTC P0741 or P0742 may be found.
Cause
The above condition may be due to drive sprocket support bearing fluting and/or bearing failure.
Correction
Replace the drive sprocket support bearing. Inspect the channel plate and drive sprocket for any abnormal wear, Turbine shaft for cut seals and/or nicks, and chain for excessive play due to failed bearings.
Important
When installing the new bearing, the part number MUST be visible (facing upward). Before installing the drive sprocket, lubricate the bearing assembly with J 36850 assembly lubricant.
Refer to the 4T65-E Unit Repair Section for the installation procedure.
Service Parts Information
Part Number, Description
24214158, Drive Sprocket Support Bearing
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation. Labor Time
K7522, Use Published Labor Operation Time
Slips, Harsh Upshift or Garage Shifts, Launch Shudders, Flares, Erratic Shifts and Intermittent Concerns, DTC P1811 or P0748 Set (Replace Pressure Control Solenoid Valve Assembly)
1997-1999 Buick Riviera
1997-2002 Buick Park Avenue
1998-2002 Buick LeSabre
1999-2002 Buick Regal
2000-2002 Buick Century
2002 Buick Rendezvous
1997-2001 Chevrolet Lumina
1997-2002 Chevrolet Monte Carlo
1999-2002 Chevrolet Venture
2000-2002 Chevrolet Impala
1997- 1999 Oldsmobile Eighty Eight
1997-2002 Oldsmobile Silhouette
1998-2002 Oldsmobile Intrigue
2001-2002 Oldsmobile Aurora (3.5L)
1997-2002 Pontiac Bonneville, Grand Prix
1999-2002 Pontiac Transport/Montana
2001-2002 Pontiac Aztek
with Hydra-Matic 4T65-E (RPOs MN3, MN7, M15, M76)
This bulletin is being revised to add additional models and model years. Please discard Corporate Bulletin Number 00-07-30-002A (Section --Automatic Transmission).
Condition
Some owners of the above vehicles with a Hydra-Matic 4T65-E transaxle may comment on harsh upshifts or harsh garage shifts, soft shifts, shudders on hard acceleration, or shifts erratic. These conditions may appear intermittently or set a DTC P1811 or P0748. During diagnosis, a low or high line pressure (actual versus desired) may be observed.
Cause
The above condition may be due to any one of the following which may affect line pressure output:
Sediment inside the pressure control (PC) solenoid valve, causing the PC solenoid valve to mechanically bind.
Sediment in the valve body, causing the torque signal regulator valve to stick.
Incorrect transaxle oil level.
Correction
Important
Any of the above conditions may be intermittent, therefore, this test should be performed at least three times.
Refer to the Line Pressure Check Procedure in SI, along with the Line Pressure Specification Table below, to determine if actual versus desired pressures are within the values specified. The Scan Tool is only able to control the PC solenoid valve in PARK and NEUTRAL with the vehicle stopped. This protects the clutches from extremely high or low pressures in DRIVE or
REVERSE ranges.
Refer to the Line Pressure Specification Table below. The pressures in the table assume a temperature of 70°C. The pressure will vary with a change in temperature.
Line Pressure Specification Table
Pressure Control Solenoid Valve Current,
Approximate Line Pressure*
Metric English
0 amp, 1675-2137 kPa, 243-310 psi
0.1 amp, 1662-2124 kPa, 241-308 psi
0.2 amp, 1613-2103 kPa, 234-305 psi
0.3 amp, 1551-2068 kPa, 225-300 psi
0.4 amp, 1448-1986 kPa, 210-288 psi
0.5 amp, 1310-1903 kPa, 190-276 psi
0.6 amp, 1172-1751 kPa, 170-254 psi
0.7 amp, 1000-1531 kPa, 145-222 psi
0.8 amp, 793-1227 kPa, 115-178 psi
0.9 amp, 565-896 kPa, 82-130 psi
1 amp, 469-641 kPa, 68-93 psi
1.1 amp, 448-552 kPa, 65-80 psi
*Approximate Line Pressure is measured at an engine speed of 1400 RPM.
If the actual versus desired pressures are not within the values specified, clean the valve body and replace the PC solenoid valve, if necessary.
Check the PC solenoid valve actual versus desired pressures to verify the new PC solenoid valve is responding correctly.
Refer to the Automatic Transaxle Section of the Service Manual for the proper repair procedure.
Line Pressure Check Procedure
Tools Required
J 21867 Universal Pressure Gauge Set
Important
Before performing a line pressure check, verify that the pressure control (PC) solenoid valve is receiving the correct electrical signal from the PCM.
Install a Scan Tool.
Caution
Keep the brakes applied at all times in order to prevent unexpected vehicle motion. Personal injury may result if the vehicle moves unexpectedly.
Start the engine and set the parking brake.
Check for a stored Diagnostic Trouble Code (DTC).
Repair the vehicle, if necessary.
Check the fluid level. Refer to the Transmission Fluid Checking Procedure.
Check the manual linkage for proper adjustment.
Turn the engine OFF. Remove the oil pressure test hole plug and install the J 21867.
Put the gear selector in PARK range and set the parking brake.
Start the engine and allow the engine to warm up at idle.
Notice
Total test running time should not be longer than two minutes, or else transmission damage could occur.
Access the PC solenoid valve control test on the Scan Tool.
Increase the PC solenoid actual current from 0.0 to 1.0 amps in 0.1 amp increments. Allow the pressure to stabilize for five
seconds after each pressure change. Read the corresponding line pressure on the J 21867.
Refer to the Line Pressure specification table. Compare the data to the table.
If pressure readings differ greatly from the table, refer to Incorrect Line Pressure.
Remove the J 21867.
Apply sealant, P/N 12345382 (in Canada, P/N 10953489), to the oil pressure test hole plug.
Notice
Refer to Fastener Notice in Cautions and Notices.
Install the oil pressure test hole plug. Tighten
Tighten the oil pressure test hole plug to 12 N·m (106 lb in).
Parts Information
Part Number, Description
10478146, Pressure Control Solenoid - Valve Asm.
Parts are currently available from GMSPO.
Warranty Information
For vehicles repaired under warranty, use:
Labor Operation, Description, Labor Time
K6353, Pressure Control Solenoid Replacement, Use published labor operation time
K6560, Valve Body Replacement, Use published labor operation time
in Product Category select gear oil/transmission
in next page select Multi-Vehicle Automatic Transmission Fluid
find Toyota under application where recommended use is listed
(And please note how I said it, the flaw is regarding how the vendor is providing the information, not with what you are saying. I believe you MIGHT be making a bad assumption based on incomplete information.)
Just an example of how I know that type of information can be wrong, or at the very least, misleading. They specify the standard ATF and I believe the Multivehicle ATF fluid is fine for Chrysler vehicles. However, most of us know the 4 speed Automatic Transaxle used in (now all I believe) FWD Dodge and Chrysler cars takes ATF+3 and will be damanged by regular ATF. So you can't just say that because it says Chrysler in the "spec" that means every Chrysler made vehicle.
So I suspect the Multivehicle ATF was good for earlier Toyotas and Toyota now has a new spec for their fluid.
Of course I could be wrong, since this is speculation on my part, but it's what I believe until proven otherwise.
But my point is solid, we need to see the Toyota spec and specifically what fluids meet that spec, and not just a vague applications chart, short on detail.
TB
Regards,
Dusty
What is ATF +4 ?
I have 2003 Toyota Corolla LE, 4 speed Automatic Transmission, in the manual, says, I must use Toyota ATF Type T-IV.
Is ATF +4 equal to Toyota ATF type T-IV?
Your response shall be appreciated.
Thanks
jsleesi
my sister, and all I want to do is check the
transmission fluid. Problem is, I can't find
the transmission dipstick. It IS an automatic.
I've had several people look, and no one can seem
to find it. Can someone please tell me where it is?
Please e-mail me at schaybree@aol.com.
I would sure appreciate any help, thanks.
There was no sign of trouble before the problem started. Has anyone else had this problem? Does anyone know if it is bad enough for Ford to have issued a recall?