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My 95 Toyota 4Runner SR5 Automatic Transmission is Overheating

Puzzled by Automatic Transmissions

Puzzled by Automatic Transmissions

Question: Hi. Today I was driving up a long grade in the mountains near Albuquerque, at about 9000 feet, in my 1995 4Runner SR5, and the automatic transmission overheating light came on.

I stopped immediatly, and I there was a burnt smell about the vehicle, not strong. I waited about five minutes, engine off, then continued, the light went off and did not come back on during the remainder of the trip, up to about 10500 feet. It was a moderatly hot day (it can get much hotter).

What could be causing this? Is this something to worry about?

What might be a solution? Change to synthetic AT fluid like Amsoil? A transmission cooler?

The tranmission was fully flushed by American Toyota in Albuquerque several months ago. They may have overfilled it– the fluid is now so clear that it is hard to get good level reading, but it generally looks on the high side. I also think they did not clean the filter, despite being asked to (wouldn’t there have been some indication that the pan had been removed?).

Interesting aside– American Toyota in Albquerque will do a transmission flush, but is not equipped to refill will synthetic AT Fluid– any alternatives for this job in Albuquerque if I do put in synthetic?

Any insight into this is appreciated!

My insight: You overheated your transmission. Nice and simple. Now you need to find out if it has been damaged. The best way to do that is to go to a transmission shop prepared to lower the transmission pan or sump so the filter can be changed. More important is to examine the fluid and contents in the bottom of the pan before all of the fluid is dumped out.

If there is a problem with the transmission, the fluid will have a burnt smell and appear to be dark and overheated, and there may be some extra contamination from clutch plates or other soft parts in the transmission pan. Only an experience professional can determine that.

If the transmission is damaged, have it fixed or buy a replacement Toyota transmission from GotTransmissions.com. If it is not damaged, go ahead and change the fluid to Amsoil or any one of the other easier to get quality brands like Mobil 1, and the filter. Then install a transmission cooler to combat the heat from driving in the mountains. And change your transmission fluid every year or 30,000 miles. Call us now @ 866-320-1182.

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BMW transmissions 8-speed automatic transmissions

Not to be out done In the struggle to get to the top, BMWs new transmission is one of the details to be the subject of one of the most intense competitive subjects in luxury car-making industry. When Mercedes-Benz came out with a 7-speed automatic gearbox, Lexus, together with Audi, BMW and Hyundai, promptly reacted with an 8-speed automatic transmission.

BMW 8 speed automatic transmission

BMW 8 speed automatic transmission

These gearboxes are crammed with the latest technology and can either generate lightning fast upshifts and downshifts or provide occupants with seamless, subtle gear changes. Although the most current front replaces the conventional torque converter with a set of clutches that causes gearshifts from one to the next in speeds much less than a second.

These dual-clutch systems, though they are terrific performance equipment, are quite expensive and more complicated than their more conventional counterpart. It is not wonder, therefore, to know that the popular Bavarian carmaker is holding on to the tried and tested automatic gearbox in its high selling models.

So maybe most of us will never experience performance from a car with an 8 speed transmission setup. It is amazing at how many speeds can be fitted ina gearbox or transmission case. When I entered the field in the mid 70’s, we had 2 sped and 3 speed automatic transmissions only. The 4 speed overdrives that were the hot item in the eighty’s and nineties hwve become five and six speed transmissions.

Will it end, who knows? GotTransmissions.com has every current automatic transmission for sale. We can locate the one you need in a short time for a great price and with a convincing warranty. Call us at 866-320-1182 for answers to the confusing questions you may have about automatic transmissions and which one fits your car. Read our transmissions blog for more usable information.

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Rebuilt Dodge TF 604 Sub-Assembly Test Procedure

One of the things the best transmissions rebuilders do when they assemble sub assemblies of an automatic transmission is test each assembly after work on it has been completed. The most important sub-assemblies to test are the clutch drums. Since they are hydraulic in operation if you can pre test the drum assembly, then you have proof that it will work.

Obviously there are exceptions to the rule. But, since the clutch drums are hydraulic, it stands to reason that if they check properly using compressed air, then they should work better with automatic transmission fluid running through it’s veins, since ATF is thicker than air. Thus a better seal, where the fluid needs to be hydraulically contained.

Dodge TF 604 Pre-assembly Test

Dodge TF 604 Pre-assembly Test

In the picture above, pictured is the main drum assembly which houses three separate clutch packs. The drum is on the assembled pump. By blowing compressed air through the appropriate holes in the pump, we can activate each of the three separate clutch packs individually. This not only tests the clutch drum for operation, but it checks the pump too, since the drum is fed by the pump.

I just wanted to show you something very few people get to see, and explain a mandatory procedure when your transmission is rebuilt by a competent rebuilder. This stuff is never discussed, but it seems like a good point to make because we want to build confidence in you.

Practicing good rebuilding procedures goes hand in hand with the whole process of rebuilding a transmission. Like using the best parts and updates. Less mistakes or problems occur in the process when more effort is put into the job. That is our secret to success, delivering a qualified product on time.

Learn more about transmissions right here on our blog, or go right to home base if you want to buy rebuilt Dodge transmissions. We have the best inventory of transmissions anywhere. Call GotTransmissions.com @ 866-320-1182.

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Loss of Transmission Fluid Requires Transmission Repairs.

No Automatic Transmission Fluid?

No Automatic Transmission Fluid?

What is the deal when your automatic transmission needs automatic transmission fluid (ATF) added on a regular basis, yet you can not document a leak on the ground? A few logical reasons can be sited for this, and then there are some less common ways to lose transmission fluid without leaving a mark.

For the majority of cars that lose fluid without marking their spot, the problem generally is a bad modulator assembly. Now here is the issue, modulators have become outdated in the quest to computerize car transmissions. In the case of a car that shows no leaks at all, there is a good chance that your car has a modulator and the only issue is a bad modulator, which is a very affordable repair if you don’t keep running your transmission low on fluid.

What happens with a modulator is the diaphragm inside ruptures from old age or a good old fashioned backfire from the engine. A modulator uses vacuum from the engine to send a signal to the inside of the transmission so it knows how hard the engine is working, and adjusting the tranny and engine to synchronyze with each other so the transmission shifts properly.

When the diaphragm ruptures the ATF is then sucked by vacuum into the engine and gets burned and goes out the exhaust. Generally speaking, there is little or no evidence of a driveability problem, except for maybe some black soot in the exhaust pipe.

The only other way I can think of that fluid would be lost if is someone had a grudge against you and snuck up late at night and had actually drained fluid from it. Since that is very unlikely, you should have a qualified professional; transmission mechanic examine the problem. You may be dripping fluid, which is falling on an exhaust component and burning up, leaving no evidence.

One way to avoid some of these problems is to have your transmissions serviced at the proper intervals. Problems like this can be found and solved before you end up in the market for a replacement transmission. Call GotTransmissions.com @ 866-320-1182 and speak with a pro.

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Reduced Cost Rear Ends and Differentials for Sale

Rear ends and differentials for sale

Rear ends and differentials for sale

An automotive or car differential is the last piece of equipment in a typical automotive drive-train, which transmits the power directly to the tires, where the rubber meets the road. The engine makes the power, the transmission makes your gears and the driveshaft allows the power to go to the differential.

Differentials are found in all cars and trucks in some form or another. A typical rear wheel drive vehicle has, one differential, you guessed it, it is in the rear. A four wheel drive or all wheel drive vehicle, which are the nearly the same thing, commonly uses two rear ends or differentials. One is in the rear, and one is in the front, which gives us four wheels capable of driving the vehicle.

A vehicle with a transverse mounted engine, most commonly will have a transaxle in it. A transaxle is simply a transmission and a differential in the same case. A further discussion on transaxles and front wheel drives can be found in any article in this category.

Differentials are either good or bad. I mean that much like your transmission, it goes about doing it’s job valiantly for years and years and many miles, usually without maintenance until it starts to make noise or fails. Once it starts to make noise, it’s done, put a fork in it. You might as well call GotTransmissions.com for a price on a replacement differential for sale. 866-320-1182.

What I’m getting at is most rear ends fail prematurely because most folks totally forget about serving the differential. Like the engine and transmission, the differential on every vehicle needs periodical servicing. Basically for most rear wheel drive and four wheel drive vehicles it means evacuating the old fluid and refilling it with the factory recommended fully synthetic lubricant.

On cars with transaxles, since the transmission and rear end are in the same case, when you have the transmission fluid changed, the differential fluid is automatically changed. There are only a few cars with transaxles that have separate differential fluid reservoirs for the differential fluid, even though they are in the same case. Does anyone know what cars those are? If you do, put it in the comment box, if not you can ask me, or check with the dealer.

GotTransmissions.com has a very good inventory of low mileage used rear ends and differentials for sale. Call now for more information about locating the exact match replacement differential for your vehicle. Here is the phone number again, 866-320-1182.

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Rebuilt TF 604 works excellent, perfect ending..

Yesterday I finished up my Chrysler TF604 rebuilt transmission job. One thing I need to mention is that I pressure test the transmission cooler as I flush it out. In this case I used several aerosol cans of brake dry clean. I know it sounds like back yard mechanicing to say that, but it is just as effective as a transmission cooler cleaner, to use in a pinch, if you do not have a commercial transmission shop cooler flusher. (over 1000.00 bucks, at least, and well worth it if you own a transmission shop).

TF 604 Differential Gear

TF 604 Differential Gear

It does not take a brain surgeon to use it properly. First off put your air blower gun on your air hose, put a soda can or the equivalent over one of the two cooling lines, put the blower tip into the other line and use a few rags to seal the end of the line and tip from blowing cleaner back on you. Start spraying the cleaner into the line until it eventually comes out the other line into the coke can. It will eventually make it through the lines.

Remove the cleaner needle from the one line and put the blow gun on that line and carefully use a rag to seal it while you very carefully blow the cleaner out of the cooler into the soda can. Repeat until the last wash was a waste of cleaner. Keep washing or flushing, using as a many cans as needed until clean. Mandatory step for success.

Well, when I went to flush his cooler, it was some what plugged up, too much pressure was needed to push the cleaner through.. This tells me a lot about what may have been at least a portion of his trans. problem. Fortunately we caught that, or he may have been back with a burnt up tranny.

We installed a new transmission cooler/radiator. My customer was very happy that we found that problem and had no issues replacing the radiator at all. He understood the ramifications.

I put 5 quarts of fully synthetic automatic transmissions fluid, type ATF+4, which is what Chrysler uses from the factory. We use no imitations or substitutes.

After it started I immediately put 5 more quarts of ATF in it. By the way, all Chrysler products have to be filled and checked in neutral. Period. After I filled it, while it was on the rack I did a full recheck of the work and looked for leaks. I lowered it, finished filling it and took it off the rack.

Next I hooked up Hank Snap On Modis, a 12,000 dollar scanner, and looked through the data stream, it all looked good. Next, I went through what is called a ”quick relearn” process that teaches the computer that is has a fresh transmission to command. If you don’t quick relearn it, it may actually have the same problem it came in with. That is because the computer thinks the transmission is still broken.

I went ahead and drove it. Put it through all of it’s up-shifting modes, and then I have to go through a bunch of downshift or passing gear applications. All said it takes about 30 to 40 minutes to properly road test a TF 604 after rebuild.

Needles to say, it came out perfect, works better than the factory unit did. In fact I drove it all day, got my groceries, a few items at Home Depot and parked it at home on some concrete. I bent over and looked for leaks again, no leaks, job done, come and get it. I also and sure there were no grease prints on the car. GotTransmissions.com @ 866-320-1182.

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Remanufactured Hydrostatic Drive Transmissions.

Hydroststic Transmissions-Dixie Chopper

Hydroststic Transmissions-Dixie Chopper

There is nothing new-fangled about hydrostatic transmissions. They have been around for a long time. Nevertheless, it is among the least understood of all transmission types. It is common for it to be compared with the automatic transmission in an automobile. They are different animals altogether. The only similarity is that they both use oil to transmit power.

Used in commercial equipment such as John Deere lawnmowers and other quality commercial brands, all the way up to the giant machinery used in small spaces in construction work. Not generally associated with speed, as opposed to moving equipment at slow speeds and operating much of the related equipment.

Tech types describe a hydrostatic transmission as being a variable-displacement hydraulic pump, driving a fixed-displacement hydraulic motor. Now, to the un-initiated, that’s a bunch of gobblety-gook. So let’s s t r e t c h that explanation out a little bit.

Any hydraulic pump’s sole purpose in life is to deliver a certain amount (volume) of fluid to some other device, which in turn moves whatever is attached to that device, causing work to be performed. This can be either through linear motion, as in a hydraulic cylinder, or rotary motion, as in a hydraulic motor. If we want to control how quickly our device moves (or rotates), one way we can do that is to vary the amount of oil that the pump sends to it. If our pump is delivering four gallons a minute, things will happen four times faster than if we only pump one gallon a minute. Makes sense, right? Since we can control our pump’s output, we can control the motor’s speed.

Now, unless we just want to go around in a circle all day long, we’ve got to figure out how to change directions. No problem. Most hydraulic motors don’t care whether they are turned clock-wise or counter-clockwise. (They are stupid, don’t even know the difference). Since a hydrostatic transmission operates in what is called a closed loop system, consisting of the pump and motor units, we simply reverse the direction of flow from the pump, causing the motor to operate in the opposite direction. Oh, by the way, closed loop means that a fixed amount of system oil is trapped, or contained, within the pump/motor circuit.

The greatest advantage of a hydrostatic transmission is the ability to infinitely vary the ground speed and quickly change directions. It’s like having a million speed transmission. If you need a travel speed of 1.30378 MPH, it is available. Another advantage is reliability. This transmission is, by way of design, pretty much self-protecting from operator abuse.

Hydrostatic is, by far, the best choice for turf mowing applications or for any tasks that require constant speed and direction changes within a small area. As an example the zero turning radius lawnmowers like the ones Dixie Choppers makes, John Deere and Gravely. Of course they cost two to three times as much as a homeowners lawnmower.

We hope you enjoyed this post. remember, GotTransmissions.com is your best choice when it comes to automotive related transmissions, Call us now at 866-320-1182 for all of your engine replacement needs.

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Information on Mazda Transmissions for Sale

Mazda Sky Transmissions

Mazda Sky Transmissions

Mazda is very committed to significantly improving the core aspects of its vehicles that affect performance, transmissions, engines, and lighter vehicle weight in order to achieve more driving pleasure together with outstanding environmental and safety features. The Mazda SKY concept defines Mazda’s approach to developing next-generation power-trains that will significantly improve the eco-friendliness and dynamic performance of all Mazda vehicles.

Its new, global Sky-Drive six-speed automatic transmission will offer a 5 percent fuel economy gain over the current five-speed automatic. The lockup clutch on the torque converter engages at lower-than-normal speeds on the new transmission (though Mazda officials wouldn’t get specific). The company claims lockup is active for 80 percent of the Japanese fuel economy test cycle versus 50 percent for the current automatic.

Not only does this reduce consumption, but Mazda says the transmission is so responsive, it feels like a dual-clutch transmission. “Why not just do a twin-clutch gearbox?” “This automatic provides a better launch feel” is the answer.

Now that Mazda officially entered the race for the most technologically advanced drive-train components, we know that they will be a more competitive entity in the future. The fact that they recognize how much power can be absorbed by a transmission, it is refreshing and very cool that they have been working on a more efficient transmission, thus cutting fuel expenses.

Essentially the whole powertrain is new, including the engine. Since we are a transmission site, I won’t discuss the engine. Selling transmissions is our specialty. Educating our customers is our duty.

By providing more eco-friendly transmissions, emissions are cut down because more of the engines power goes to the ground, which saves gas, wear and tear. Obviously with the new eco-friendly engines attached to the new design transmissions, we can expect better fuel mileage along with plenty of performance. Call GotTransmissions.com Now at 866-320-1182 for more information on any transmission at all.

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More…Chrysler TF 604 Rebuilt Transmissions Secrets.

The picture below is one of the main parts of a TF604 Chrysler transmissions, Plymouth or Dodge transmissions. Which are all the same, by the way.

The drum and it’s many internal components has been disassembled and surgically cleaned up and laid out. I did not take a good picture of the dissembled drum, below is the closest picture I took of it:

TF 604 UD-OD-Reverse Drum

TF 604 UD-OD-Reverse Drum

The pictures (below) start with the completed rebuilt and upgraded drum assembly with all of the clutch plates installed and clearanced to the correct specifications, and my lovey boy helper (Red the dog). The picture next to Red is a repeat, then we have the rebuilt Pump assembly and finally the Drum Assembly resting on the Pump assembly getting ready to be air-checked. Air checking helps test out the drum on the bench. Blowing highly pressurized air (about 90psi) into the correct ports on the pump, applies all 3 different clutch packs in the drum, assuring the rebuilder that the drum is operating correctly.

The next episode of Rebuilding a Chrysler, Dodge or Plymouth TF 604 transmission will describe how to air check the input drum, as mentioned in an earlier paragraph. Remember, surgical cleanliness is my top secret. Following the directions is another top secret, yup, just reading and comprehending the instructions, it is that simple.

See you soon, try a free subscription to stay on top of the automotive transmission world. GotTransmissions.com is one of the largest suppliers of automotive transmissions in the country. For all of your transmission needs, including solid advise call us now at 866-320-1182.

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More Chrysler TF 604 Rebuilt Transmissions-How To.

More on the Chrysler transmissions, From my post on Feb. 11th 2010 on a TF604 rebuild I’m doing for a friend. I have cleaned the unit up. It is surgically clean. You may think that sounds funny, but to have consistent success at rebuilding transmissions, the parts have to be surgically clean, your tools have to be equally clean, and you have to assemble it in a clean environment, Dig it?

The above pictures represent an extremely clean TF604 transmissions internal components and my secret weapons for a properly rebuilt, trouble free, long lasting rebuilt transmission.

We call the components shown ”hard parts”, because they are made of hard metals and should not wear. Well they do wear sometimes, which is why I inspect these close up with 4.0x reading glasses. That is how I figured out what caused the failure.

The problem that caused the failure was a broken snap ring. Simple it sounds, but complicated it is. An automatic transmission is a very complicated hydraulic unit. It is like the human body. It has a pump, or heart to pump the fluid or blood, it has passage ways to direct the fluid to where the valve body tells it to go, or veins and arteries as the passage ways with the brain making the decisions. Like a human body, the fluid has to stay in the passage ways, and blood stays in the arteries and veins, or problems occur.

This transmission broke the snap ring that holds the cover down to seal the low/underdrive accumulator piston down. An accumulator is a shock absorber, it accumulates fluid and uses the fluid as a cushion as it squeezes out of a tiny hole in the accumulator housing. The cover itself, has an o-ring to make the seal to the case and keep the transmission fluid in the circuit. The broken snap ring allowed the cover to cock a bit, well the o-ring that seals the cover to the case became compromised, and that is when it started to act up.

At first it was erratic, the o-ring was not broken yet, but it was leaking some pressure at times by the cocked cover and o-ring. Eventually the o-ring blew apart and the problem made the van almost unable to be driven. As you took off, and the van started to shift from first to second, you could fell a dragged out shift with a small to medium bind up/bump when the second gear shift was completed. Very noticeable.

You all stay tuned. We will present the entire process of rebuilding this transmission, showing you parts and areas of an automatic transmission you never see in a real life situation, with explanations you understand. Presented by GotTransmissions.com @ 866-320-1182.

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