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Tom, These RE0 CVT unit failures are primarily due to metal wear in the pulley assemblies and failure of the ball-bearings supporting the two pulley sheave assemblies inside. This metal sticks the pump flow control valve causing low fluid pressure and allows the belt not to be properly held...

Originally Posted By: simple_gifts

Modern automatics do funny things compared to engines. 1) Baffles / sumps Some automatic transmissions/transaxles have temperature-controlled baffling present to trap fluid inside certain areas of the housing. GM likes to do this on many of their side-pan designs. This can cause a change in...

lobo11, Nice data and thanks for the followup. Do you know the model of the transfer case in your vehicle? Looks like it should be a New Venture NV244 case. If this is the right transfer case, it uses a gear differential to provide the torque split to front and rear output shafts for AWD...

Originally Posted By: dnewton3 This reminds me of the big debate in the GM HD truck world about whether to use the spec'd ATF or 5w-30 motor oil in the chain drive 261/263 t-case. ... In that topic, the entire debate stems from an article where the owner of RSG suggested doing such because he...

Actually on Honda transaxles, the cooler return line is easy to spot. The cooler return line always goes to the differential part of the case. This is right above the area where the axles go into the transaxle (near the speedometer or vss if present). Typically this is the line on the tranaxle...

Just be sure to use a Synchromesh type fluid in your transaxle. GM dealer part no. 12345349 or choose aftermarket like SF SynchroGlide. http://specialtyformulations.netfirms.com/store/nfoscomm/catalog/product_info.php?cPath=21&products_id=54 Avoid ATF or heavy weight gear lubes. DH

W115nut, 020s are bulletproof until a few rivets holding the differential ring gear to the carrier come loose, get between pinion and ring gear, and manage to blow a hole through the transaxle case. Rivets ... Of course in the field, rivets are replaced with conventional fasteners. It's no...

If this is new (300 miles?), then you need to take it to the dealer for service or repair. Even with a HD transmission, you should have no grinding or notches. Take it in while under warranty. DH

Ray H, You're exactly right. Current production Honda transaxles use fairly high, steady line pressure (150psi+) and modulation of clutch apply pressures. Even with clutch pressure control, Honda still uses fluid accumulators and their own fluid to achieve smooth shift quality. Conventional...

[ June 27, 2006, 09:29 PM: Message edited by: FazerZ ]

The 98+ V6 automatic transaxles (B7 series) have a terrible reliability record. Driving style does influence failures, but there are design issues and "growing pains" Honda is going through with these new units. The likely culprit of your harsh downshifting at slow speeds is that the 1st...

The best, single thing you can do yourself to extend the life of your vehicles' automatic transmission or transaxle is regular fluid changes. This cannot be stressed enough. A good general recommendation for all vehicles is 20K-30K miles or 1 year. It's safe, possible overkill for certain...

Dont use any gasket sealer on cork/fiber gaskets. Its NOT necessary and just makes the next change more painful and likely you'll damage the sealing surface during clean-up. The proper way is to clean both surfaces well and be sure to check the pan for flatness on the sealing edge. If you use...

An overfilled automatic will not cause the pan bolts to loosen. Time will cause the bolts to loosen. Some cork gaskets tend to give and need re-torquing after a period of time. Sounds like a QC problem. I agree with JTK. It depends entirely on the transmission/transaxle. Some units, ESPECIALLY...

I agree. On some gasket material (mostly cork) , if you torque the fasteners to spec, it seems to deform the gasket and press out. Quality fiber gaskets do this less. 8-10 ft-lbs is a safe number for most. The "Elbow" torque wrench works best for some setups as MechTech. DH

The transmission used in your Explorer (2002+) is another pretty unreliable unit from Ford. The 5R55W/S has a handful of troubles (some caught in warranty), but long term durability of the units is pretty poor. It's a darn shame too, because the overall build quality of the components has...

Actually, if its a DCX transaxle, then pan bolts are extremely easy to strip out. It's sometimes the tech's fault and sometimes just bad luck. The use of RTV/sealer and some blind bolt holes are what compound the problem. RTV/sealer manages to get up into the holes and during the course of a...

That's completely normal for an AX4N. The computer commands > 90 psi of EPC pressure, which results in >180 psi of line pressure. This is normal when cold and in park or neutral. You'll notice when you place the transaxle in gear (OD range), line comes down to normal. It's the PCM's cold start...

Yes, it does happen. You see it most on fine screen type filters. Once enough debris is present, the pump suction tears the material and bypasses the filter. This happens usually at the very end and is consistent with poor service. The fiber type media used in most domestic units is less likely...