A Junid DAT 2601 Batch 1602 Tutor: Mr Butch Date: 20.9.

17
Part Name How it works? Customer complaint if
defective
1. Torque Works via pressurized fluid coupling, i.e. (1) Impeller blade rotation forces fluid to outer area turbine blades 1) No torque / lack of torque,
converter to spin turbine, (2) Fluid from outer diameter turbine blades flow inwards through stator back to inner impeller especially at low RPM;
blades, (3) Fluid returns to outer area impeller blades & cycle repeats from (1). Also drives ATF pump 2) Jerky gear shifting.
2. Input shaft Works by connecting torque converter to auto transmission rotating mass via splining to sun gear system. 1) Transmission vibration;
2) Transmission fluid leak.

3. Impeller Works by impelling transmission fluid to turbine, causing turbine to rotate. 1) Transmission vibrations;
2) Poor low end torque.

4. Turbine Works by receiving impeller’s forced fluid and converts the fluid flow to rotational torque delivered to the 1) Transmission vibrations;
input shaft. 2) Poor low end torque.

5. Stator Works by directing the impeller’s fluid flow to an optimal rotational angle that allows maximum torque at low 1) Poor torque at low RPM;
RPM. At high rpm, stator freewheels via one-way bearing to avoid sub-optimal fluid flow that may reduce 2) Transmission vibration.
coupling torque when there is already minimum impeller-turbine slip.
6. One way (1) Works by allowing stator to freewheel to avoid sub-optimal fluid flow that may reduce coupling torque 1) Transmission vibration;
clutch converter, (2) For many transmissions, also works/applied at sun gears to prevent an interruption of drive 2) Jerky gear shifting;
torque during certain gear shifts and to allow engine braking during coasting. 3) Loss of engine braking.
7. Lock-up Works by a hydraulically operated plate with mechanism to mechanically lock turbine shaft to rotating 1) Loss of torque;
torque converter housing or flexible plate. This results in zero slippage in fluid coupling. 2) Loss of fuel economy.
converter
8. Oil pump Works by providing ATF pressure to impeller, torque converter, hydraulic lines, and lubrication circuits. 1) Transmission overheating;
2) Transmission damage;
3) Warning light/lockout.
9. Clutch Works by hydraulic or electronic actuation to engage gearsets to either drive them or brake / lock them. 1) Torque loss
2) ATF overheating /
deterioration
 Adam Junid DAT 2601 Batch 1602 Tutor: Mr Butch Date: 22.9.17
Part Name How it works? Customer’s complaint if
defective

10. Brake Works by either a brake band or clutchpack braking a rotating component to lock it to the stationary i) Loss of torque,
transmission housing structure. ii) Delayed shifting.

11. Band Works by hydraulic valve/plunger forcing one end of band onto a drum, which may be connected to i) Loss of torque,
another rotating part, e.g. sun gear. This results in the drum and sun gear being stopped and a ii) Delayed shifting.
different transmission ratio applied.
12. Kickdown Servo Works by forcing the kickdown band similar to item 11 above onto a kickdown drum, which in the α- i) Loss of kickdown function,
ß transaxle example, results in braking the reverse sun gear, which causes a kickdown to 2nd gear. ii) Poor acceleration.

13. Planetary gear Works by connecting the sun gear to ring gear via at least 3 planet gears in a planetary carrier. This i) Transmission vibration/noise;
set allows different transmission ratios depending on which sun/ring/carrier component is driven/held. ii) Transmission not working.

14. Valve body Works as the control centre of the automatic transmission. It contains a maze of channels and i) Fluid leak;
passages that auto-direct hydraulic fluid to the numerous valves which then activate the appropriate ii) Overheating;
clutch pack or band servo to shift to the appropriate gear. iii) Delayed shifting.
15. Manual valve Analogous to item 14 above, but operates by manual gear selection. Also controlled by plunger i) Unable to shift gears;
(MV) control hydraulic circuit. The control hydraulic circuit causes the valve to move and allow higher ii) Delayed shifting.
pressure fluid to flow into a clutch operation circuit and operate the clutchpack.
16. Pressure Works by releasing excess pressure from various parts of transmission fluid system, including the i) If blocked: fluid leakage;
regulator valve pump area. Helps maintain constant fluid pressure in transmission system despite the dynamic ii) If jammed open: unable to shift
(PRV) pressure changes caused by gear shifting. May be part of a spool valve. up/down correctly.
17. Accumulator Works by absorbing fluid when a clutch or band first applies. This softens and slows the application i) If blocked: jerking during shifting;
by delaying and lengthening the time it takes for the clutch or band to fully engaged. Typically they ii) If jammed open, slow shifting
are built into the high pressure actuator valve.
18. Inhibitor switch Works by locking-out starter and/or ignition switch from turning on then gear selector is in D, 3, 2, 1, i) Start on R/D/3/2/1, etc, i.e.
or R, i.e. only starts in P or N allowed. transmission jerk on start, or
ii) Unable to start
Adam Junid DAT 2601 Batch 1602 Tutor: Mr Butch Date: 22.9.17
Part Name How it works? Customer’s complaint
if defective

19. Spool valve Works by controlling/directing/releasing excess pressure by sliding within the valve body i) If blocked: fluid leakage;
structure. Operated by the control hydraulic circuit. Once the power hydraulic section of the ii) If jammed open: unable to
spool valve has been opened by the control hydraulic circuit, the control hydraulic spool valve shift up/down correctly.
section can be designed to bleed any excess hydraulic control pressure that is not needed to
maintain valve opening clearance, i.e. may also act as a pressure regulator valve.
20. Governor Governors are used in older auto transmissions that had upshifting/downshifting controlled only i) If jammed shut (no line
by a closed-system of hydraulic pressure. It works by the governor throttling line pressure via pressure passed through),
a centrifugal bobweighted valve, where the bobweight/valve position is transmission RPM then slow or no upshifting,
dependent. The higher the transmission, RPM, the more line pressure the governor allows ii) If jammed open, then
through to trigger a gear change upwards. Note that total line pressure design will also upshifting too early, or too
influenced by throttle position, i.e. kickdown prevents upshift/encourages downshift, and light high a gear selected.
pedal pressure encourages upshift.
21. Parking pawl Works by locking the transmission sprag gear assembly during parking. i) Unable to move out of P,
ii) Unable to shift into P.

22. Auxiliary cooler/heat Works by cooling transmission fluid using coolant to transfer away heat to radiator. i) Transmission fluid
exchanger deterioration,
ii) Premature clutchpack wear;
23. Vehicle speed Works by hall effect sensor detecting RPM of transmission rotation via a particular notch i) Transmission warning
sensor pattern system along gear teeth. checklight;
ii) Unable to auto-upshift.
24. Throttle position Works by potentiometer system of movable electrical contact points along a carbon strip. The i) Unable to upshift/downshift
sensor different contact point locations result in a different voltage detected at the ECU, which is correctly;
mapped to a particular throttle position. ii) Warning light.
25. Engine load signal Works by having a sensor translate the engine RPM level to the Auto Transmission ECU i) Incorrectly timed
(ECT/AT-ECU). This data is one of many to be taken into account by the AT-ECU when upshift/downshift;
deciding when to kickdown/downshift/upshift gears. ii) Warning checklight
 Adam Junid DAT 2601 Batch 1602 Tutor: Mr Butch Date: 23.9.17
Procedure in conducting:
1. Stall test
If the torque converter stator's one way clutch is suspected of slipping or being seized, a torque converter stall test
should be performed before bench testing the converter. Take the following precautions. Check with your car or
transmission manufacturer to make sure it's safe to run the test. Most newer transmissions, as well as some older
ones, can actually be ruined by a stall-speed test. Don't run a stall-speed test for more than five seconds at a time. Don't
run this test on vehicles that have traction control or anti-lock brake systems. On some electronically controlled
transmissions, a stall-speed test will set off your check engine light.

1) Prepare your car Before testing your torque converter, make sure all your fluids are in good condition. Also, chock
your wheels and set the parking brake. If your car doesn't have a tachometer, install one that can be seen from the
driver's seat.
2) Start your engine Press the brake pedal all the way to the floor and start your engine. Shift your transmission into
drive. Don't let go of the brake.
3) Put the pedal to the metal While pressing on the brake pedal, press the accelerator to the floor for two to three
seconds. Don't exceed five seconds, or you risk blowing out the transmission. The RPM the engine maxes out at is the
stall speed.
4) Interpreting the stall-speed test result If the RPM reading is lower than the specifications for your particular torque
converter and engine, it means the torque converter is failing and needs to be repaired or replaced. If the RPM reading
is too high, then your transmission is slipping and you'll need to investigate the problem.
 Adam Junid DAT 2601 Batch 1602 Tutor: Mr Butch Date: 23.9.17
2. Hydraulic pressure test
Most transmission cases have test ports to retrieve hydraulic pressure readings for the line, clutch and servo circuits.
The transmission’s service manual provides these test port locations. They have bolt like plugs screwed into them.
Locate the desired port and screw the pressure fitting in where the plug was. A pressure test will indicate if line pressure
is too high or low, or if a clutch or servo is leaking and losing pressure. Perform a pressure test on an automatic
transmission when it suffers from hard shifting or poor shift timing.
Before diagnosing and troubleshooting a transmission, the vehicle’s engine must be operating correctly. If the line
pressure is low at idle, the pump or pressure relief valve is most likely the problem. Check to see if line pressure
increases when the engine is idled up. Electronically controlled transmissions incorporate an electronic pressure control
(EPC) solenoid to control line pressure. The EPC solenoid can be monitored with a scan tool and tested with a
multimeter.
Two 400 psi gauges are used to test a hydraulic clutch or servo circuit. Connect one to line pressure and the other to the
holding device’s circuit. This way both gauges can be monitored simultaneously. A pressure difference beyond
specifications, usually 8-15 psi indicates a leak in the circuit being tested. Check manufacturer's specifications before
proceeding.
 Adam Junid DAT 2601 Batch 1602 Tutor: Mr Butch Date: 23.9.17
3. Air test
Two of the most air tests are valve body and servo bore wear. For these tests, prepare the following:
• A vacuum test stand. You’ll find these at any transmission parts warehouse.
• A CFM three-way vacuum pump. There are many brands out there, so shop around and choose the best one for your needs.
• Test plate to seal air passages against valve body.
Steps:
1) Calibrate Vacuum Test Stand
• Turn on the pump.
• Attach the test hose to calibration outlet.
• Set the gauge to read 5 mmHg.
• Attach the test hose to the solid outlet and adjust the leak valve so that it reads 25 mmHg.
2) Test Procedure
Before starting, make sure you’ve spoken with the customer and verified the problems that are occurring. Familiarize yourself with the
layout of the vehicle’s transmission and if required, check online resources such as https://members.atra.com/Store and
http://etereman.com/blog/transmission-care/automatic-transmission-troubleshooting-vacuum-testing-valve-bodies . Once you’re ready
with the procedure details and pressure acceptance criteria, proceed with the following steps:
Valve body
• Clean all the valves that will be tested, then dry them thoroughly.
• Seal the area between the valve body and test plate using assembly lube. Avoid getting sealant on the valve bores themselves.
This will invalidate your test results.
• Begin the test with the most active valves. This is usually the pressure regulator set.
• Log the results of each test, both for valves and valve bodies.
Servo Pin Bore
• Set your shop’s air compressor to around 30 PSI and blow air into the transmission case around the servo pin. If you see air and oil
leak into the case, then you have servo bore wear. Ream and sleeve the bore to resolve the problem.
• You can also test for wear by using test pins, which are simply servo apply pins apart from the piston. Slide the pin into the bore
and check for side-to-side play. If you notice any, then you’ll need to either fix the bore or change the case.
 Adam Junid DAT 2601 Batch 1602 Tutor: Mr Butch Date: 23.9.17
4. Time lag test
If the select lever is shifted while the engine is idling, there will be a certain time elapse or lag before the shift jerk can be felt. This is
used for checking the condition of the low clutch, reverse clutch, low & reverse brake and one-way clutch.
Preparation
• Perform the test at normal operating fluid temperature, e.g. 70 to 80°C
• Be sure to allow a 1 minute interval between tests.
• Make three measurements and take the average value.
Steps
1) Fully apply the parking brake.
2) Start the engine. Check the idling speed (A/C OFF).
3) Shift the select lever from “N” to “D” range. Using a stop watch, measure the time it takes from shifting the lever until the shock is felt.

“N” → “D” time lag acceptance criteria: <1.2 seconds. If time lag is longer than specified:
• Line pressure too low
• Low clutch worn
• One-way clutch not operating properly

“N” → “R” time lag acceptance criteria: < 1.5 seconds. If time lag is longer than specified:
• Line pressure too low
• Reverse clutch worn
• Low & reverse brake worn