Transmission Diagnostics & Repair

Transmission general data MENA is a continuously variable transmission of the first generation produced by Honda (all range including MENA, SETA, SENA, META has a common name Multimatic). These transmissions had been installed in Honda HR-V of the first generation from 1998 until 2005. In fact, it is one CVT which has 4 modifications. Number of gearsTransmission TypeDriveTorque (Nm)ATF (full capacity) LATF (change) LATF type∞CVTFWD5,93,2Honda Genuine CVT In fact, these CVTs (together with M4VA (S4VA, S4PA, S4MA)) are considered to be one of the oldest CVTs produced by Honda. As a matter of fact, it is one CVT in several modifications. Modifications of CVT are bound to letter designation of the car body: · GH1 – MENA · GH2 — SETA · GH3 – SENA · GH4 – META Typical issues Honda CVTs related to the Multimatic series (META/SETA/SENA/MENA) usually have the same issues as CVTs of the M4VA (S4VA,S4PA,S4MA) series. Actually, META series was designed on the basis of the M4VA -Problems with starting from the rest (jerks, speed drift when applying D+brake). This problem is fixed by replacement of the start package valve. In neglected cases specialists replace the start package. -Problems with speed drifts in the process of acceleration have 2 solutions: 1) Replacement of the gear ratio valve 2) replacement of seals on the input shaft. This procedure requires partial disassembly of the gearbox. It is desirable to use the original repair kit of gaskets. -Problem with the reverse. This problem is caused by damage of reverse brake elements. This problem is solved by CVT disassembly and welding. In addition, it is required to replace piston rubbers of the reverse brake – these rubbers may tear leading to problems with the reverse. To prevent any further problems with the reverse, it is recommended to replace reverse friction clutches.

Transmission general data BW65/BW66 automatic transmission is mounted on the BMW Bavaria (1971 – 1974) and Jaguar XJ6 (1980-1987). This complex system combines electronic, mechanical and hydraulic components. But despite of high degree of safety some problems may occur in the process of transmission operation. Number of gearsTransmission TypeDriveTorque (Nm)ATF (full capacity) LATF (change) LATF type3ATRWD104-4,5ATF Type F Technical issues and repair guidelines When the slippage takes place during the operation of this type of transmission it may lead to slow gear-shifting and vibrations, therefore it is an important signal for visiting repair services. The most common problems related to this transmission are: - shortage or surplus of oil; - long slippage; - sharp driving dynamics. The sleeve and other parts of BW65/66 transmission can get overheated that usually leads to overheat cracks and other mechanical damages.

Transmission general data The 6-speed C635 dual dry clutch transmission (DDCT) was produced by Fiat and was presented in 2010 with AWD, FWD, and manual versions. Since then, this transmission has been installed on Alfa Romeo 159, Brera, Gulia, Milano, MiTo, Spider. This transmission was designed thanks to collaboration of Fiat, Magnetti Marelli and BW. The maximum torque transmission capacity of the C635DDCT is equal to 350 Nm. Number of gearsTransmission TypeDriveTorque (Nm)ATF (full capacity) LATF (change) LATF type6DCTFWD3502,11,9Addinol ATF DCT The total weight of this transmission is 81 kilograms, including ATF and TCU. The advanced technologies implemented in this transmission guarantee uninterrupted torque transmission and traction without any losses of power in the process of gear shifting. The Start/Stop feature helps to reduce fuel consumption by 10% in comparison with standard hydro-mechanical transmissions. Transmission repair specialists point out that the C635DDCT transmission is extremely sensitive to the ATF condition. Constant monitoring of the ATF status may prolong the service life of this transmission. How to repair this transmission (Videos)Fiat Dual Dry Clutch Transmission Instruction manuals and useful linksLink typeSourceDescriptionwebWikipediaFPT C635 DDCT transmission

Transmission general data The CVT transmission version named TF690 (Lineartronic) was designed in 2008 for Subaru Outback with the engine capacity equal to 2.5 liters. The second generation was named as TR580. In 2010, this CVT was tested on Impreza with the engine capacity from 1.6 to 2.0 liters. Starting from 2012, this transmission also found application on other Subaru models. The design of middle class CVTs includes a chain instead of a push belt. This CVT is quite sensitive to the fluid state, its cleanness and temperature. There is a special type of oil for this CVT named as SUBARU CVT Oil Lineartronic II (K0425Y0710). Number of gearsTransmission TypeDriveTorque (Nm)ATF (full capacity) LATF (change) LATF type∞CVTAWD35012,55,6SUBARU CVT Oil Lineartronic II Technical issues and repair guidelines The repair kit of gaskets and seals is used to replace rings and gaskets. Rubber rings are replaced when the CVT unit is overheated or if it operates with contaminated fluid (including chips) for a long time. In case when frictions burn to the glue layer, the filter with the mesh is also replaced in the process of the TF690 reassembly. Burnt frictions and Forward steel discs are the first to be replaced. Next on the popularity of the replacement are the metal frictions of the Starter package. The starter pack is responsible for turning the cones on and off when stopping and shifting the lever to the neutral position. Transfer frictions also appear in replacement operations. They are responsible for distribution of torque on rear\front wheel drive. The TR580 unit has problems with the valve body and a set of solenoids. In previous models these components caused the failure of electrics when the transmission operated with contaminated oil for a long time or under extreme loads and temperatures. When the wear-out of the belt and cones is neglected, then it is necessary to replace the cones. A typical problem with CVT cones in Subaru is related to the input shaft bearing, pressed in the transmission body. This bearing is cranked by vibrations at maximum speeds, and then it breaks. How to repair this transmission (Videos)Valvebody Replacement with code P2764Breaking down a TR-580

Transmission general data TOYOTA K210 / XA-15LN Simultaneously with the first generation of CVTs (K110/K111/K112), the Japanese company Aisin designed a lightweight CVT version K210 intended for small cars (with engine capacity of 1.0-1.5 liters). The right-hand drive Toyota Vitz (engine capacity 1.3 liters) was the first car equipped with this CVT. This car was intended for sale on the domestic market of Japan. Toyota wanted to test this CVT in Japan and fix all possible issues. The first upgrade of K210 was implemented in 3 month after its launch – Aisin engineers changed the belt. This measure helped to improve the car performance reliability at idle speed. In 2004, CVTEC Co., Ltd started production of 30-millimeter CVT belts, which found application in K210 (before that, the K210 gearbox was equipped with the belt of the Dutch company VDT BV). Number of gearsTransmission TypeDriveTorque (Nm)ATF (full capacity) LATF (change) LATF type∞CVTFWD14585Aisin CVTF7004, Toyota 08886-02105 For the external market (car models not including Toyota), Aisin produced the modification of K210 named as XA-15LN. From 2007 to 2014, this CVT had been successfully used by the company Mazda in its cars (Mazda Demio and Mazda Axela). It should be noted that modifications of the K210 transmission are not interchangeable (or partly interchangeable). The range of K210/XA-15LN did not receive any continuation. CVTs of this series were installed on a limited number of models of Toyota and Mazda for the domestic market of Japan. These CVTs had been produced before the end of 2015. In 2004, Aisin developed a new range of CVTs (K410/K411) for Toyota cars with 1.3-1.5 liter engines. This series turned out to be quite successful. Typical problems: 1) CVTs of K210/XA-15LN series (as well as other CVTs produced by Aisin) are extremely sensitive to ATF quality. In this case, we are talking not only about the presence of metal shavings in ATF, but also about ATF overheating. Shavings in ATF are actually abrasive particles, which eventually (if ATF is not changed) damage Teflon rings in CVT. Then it leads to ATF pressure drops in the transmission itself. Severe wear of Teflon rings over time leads to damage of friction clutches and steel discs. 2) Overheating of the CVT K210/XA-15LN often leads to complete replacement of friction discs. If the driver continues using the transmission with burnt ATF for a long time, then ATF not only loses it qualities and cools the transmission insufficiently (often it leads to overheating and replacement of pistons), but also poorly lubricates cones (especially in winter mode). It leads to slipping of the belt in winter time. Early versions of K210-11A CVT modifications were equipped with belts of the company VDT BV. These belts are not interchangeable with later modifications of belts produced by “CVTEC Co., Ltd.”. 3) Shavings (if ATF is not changed) reach bearings on the input and/or output shaft of cones and eventually one of bearings starts “buzzing”. Bearings are not very expensive, but replacement of the “buzzing” bearing is possible only with removal and complete disassembly of CVT (this procedure is time-consuming). 4) Some drivers had to deal with the problem of seal leakages in K210. Replacement of seals is usually combined with ATF change Which cars run with this gearbox?BrandModelYearTypeEngineDaihatsuBOON10-16CVT FWDL4 1.3LDaihatsuBOON/BOON LUMINAS10-11CVT F/4WDL4 1.3LSubaruTREZIA10-16CVT FWDL4 1.3LSuzukiSPLASH08-11CVT FWDL4 1.2LSuzukiSWIFT07-11CVT FWDL4 1.2LToyotaPASSO10-16CVT FWDL4 1.3LToyotaRACTIS06-11CVT FWDL4 1.3LToyotaVITZ05-16CVT FWDL3 1.0L

Transmission general data TOYOTA ECVT P110 / P111 / P112 / P210 / P310 / P311 / P312 / P314 / P410 / P510 CVT-type automatic transmissions are produced by Aisin for hybrid cars Toyota and Lexus. These transmissions have an initial prefix “P” (it means that these transmissions belong to the planetary type). Some people mistakenly believe that the planetary gearbox cannot be a CVT, but it’s wrong. Planetary gearboxes (not all) have a metal chain (analog of a belt in CVT). Even Toyota considers these planetary gearboxes as CVTs and name them as eCVTs. Undoubtedly, the planetary gearbox differs from standard CVTs (on the global scale the planetary gearbox is not so complicated as CVT), but it is still CVT with its problems and repair peculiarities. Number of gearsTransmission TypeDriveTorque (Nm)ATF (full capacity) LATF (change) LATF type∞ECVTFWDTOYOTA CVT FLUID FE The first CVT of the planetary type eCVT (model P110) was manufactured in 1997 and was installed on the first generation of Toyota Prius for the domestic Japanese market. In 2000, this CVT was upgraded for Prius and was named as P111. Toyota Prius equipped with the P111 transmission was sold not only in Japan, but also in the US. The new planetary CVT P112 was designed in 2001. This gearbox was intended for more powerful (2,4 liter engines) and heavyweight cars (Toyota Estima Hybrid and Toyota Alphard Hybrid). The planetary CVT transmission P112 found application in Toyota Prius, which was sold in Europe, Canada, and USA. The P112 actually became one of the most popular CVTs of planetary type. The planetary CVT P310/Q211 (named as Q211 for Lexus) was manufactured in 2005. This transmission was specially developed for SUVs with FWD and 3.3-3.5 liter engines. This transmission was installed on hybrid cars Lexus RX400H, Toyota Kluger Hybrid. The planetary CVT P311 was released in February 2006. It was intended for FWD cars with 2.4 liter engines. In comparison with P112, this gearbox is noted for reduced fuel consumption when the engine has high RPM rates. In the same year, Aisin started production of the transmission P312 which was designed on the basis of P311. This transmission was supplied to Nissan Motor Company Co., Ltd (for application in Nissan Altima Hybrid in the US market. It was also installed on Toyota Harrier Hybrid 3,3 for the domestic market of Japan. The eCVT P410 was launched in production in 2009. This transmission was developed for FWD cars equipped with 1.8 liter engines. Peculiarities of this transmission include transfer gear case assembly and possibility of smooth reduction of the engine speed at high RPM rates. This eCVT as well as P112 found application at a global scale, because it was installed on Toyota Prius, which had been sold from 2009 to 2015 all over the world. In addition, the P410 transmission was used for a new range of cars ( Toyota Prius Alpha, Toyota Prius V, and Lexus CT200H. In July 2009, Aisin released a new modification of eCVT named as P311-03A. This transmission had an upgraded oil pump and engine cooling system. In 2010, Aisin started production of the P410 planetary CVT for plug-in hybrid vehicles. In August 2011, Aisin started production of a new planetary CVT named P314 for 2,5 liter engines (for FWD and AWD). This transmission was equipped with a new oil pump, which ensured lower fuel consumption. According to Toyota plans, this transmission also should find a global scale application, because cars equipped with this transmission are sold all over the world (Toyota Camry Hybrid (for markets of the US and Japan), Lexus NX300H (for European market), and Toyota Rav4 Hybrid (for all global markets). The P314 eCVT is considered to be quite “new” and it is rarely found in repair services. In November 2011, Aisin released a new eCVT transmission named as P510. This gearbox has a new design and operates with an NZ-series engines (engine capacity = 1.5 liters). The list of cars which use this transmission includes Toyota Corolla Hybrid, Toyota Yaris Hybrid, Toyota Prius C. The P510 transmission in noted for its light weight, small dimensions, and increased efficiency. In January 2016, Aisin released a new eCVT P610. This gearbox was intended for application in a new generation of Toyota Prius. Problems and repair procedures Abrasive particles often damage oil pump of eCVT , in case of ill-timed ATF change. 1) The planetary gear set wear is often caused by abundance of metal shavings. It is especially common for planetary type CVTs P112 installed on Toyota Prius (produced in the 2003-2008 timeframe). 2) Repair services for eCVTs often include replacement of gaskets and seals (Overhaul kits), pump seal, axle shaft oil seal. Which cars run with this gearbox?BrandModelYearTypeEngineToyotaPRIUS0EVT FWDL4 1.5L

Transmission general data In the fall of 2010, engineers of Mercedes-Benz presented an updated version of the automatic gearbox 7G-Tronic Plus. For the first time this gearbox was applied in the CL-class (216 series). According to representatives of the company, this gearbox became more comfortable, quick-operating and economical than its predecessor. The 724.2 gearbox is equipped with the torque converter of a new generation. This torque converter is more durable; it has reduced noise level and faster response time thanks to innovative technology. In addition, this gearbox is equipped with the “start-stop” system. The engine RPM gets reduced in the ECO mode that significantly contributes to fuel economy. Number of gearsTransmission TypeDriveTorque (Nm)ATF (full capacity) LATF (change) LATF type7Hybrid SystemRWD9,5236.15 The 724.2 gearbox undergone systematic optimizations to reduce energy losses caused by traction. This and other measures made it possible achieve 7% fuel economy. In 2012 a new car Mercedes-Benz SL was equipped with the 7G-Tronic Plus. The roadster became the first car of Mercedes-Benz, which was equipped with a newly developed Direct Select paddle shifter on the centre console. This feature is used for more dynamic driving style. The latest changes in 7G-Tronic Plus were introduced in 2013. The updated version of this gearbox was used in E300 BlueTEC HYBRID, where the 20 kW e-motor was integrated in the case of the torque converter. In 2013 the 7G-Tronic was replaced by the 9G-Tronic automatic gearbox. Peculiarities: - 7-forward gears: increased difference between gear ratios of lowest and highest gears, while maintaining small intervals between gear ratios in other gears, increases driving comfort. - Optimal engine RPM contributed to low fuel consumption and smooth gear shifting. - Solid power reserve: fast accelerations became possible thanks to reverse gear shifting with omitting of several gears; - New generation torque converter: reduced wear, lower noise level and better responsiveness thanks to innovative technology. - Reduced fuel consumption: the function “Start-Stop ECO” ensures that the engine switches off temporarily when the car gets stick in traffic jams of stops at traffic lights. - Comfort and sportiness: drivers can choose from 3 operation modes: «E» (Economy) – to reduce fuel consumption, «S» (Sport) – for sporty driving style, «М» (Manual) – for rapid gear shifting with the help of paddle shifters. Which cars run with this gearbox?BrandModelYearTypeEngineMercedes-BenzC-CLASS14-167 SP R/4WDL4 2.0L 2.2LMercedes-BenzC-CLASS COUPE15-167 SP RWDL4 2.0L 2.2LMercedes-BenzE-CLASS12-167 SP RWDL4 2.2L V6 3.5LMercedes-BenzGLC15-167 SP 4WDL4 2.0L 2.2LMercedes-BenzML-CLASS15-167 SP 4WDV6 3.0LMercedes-BenzS-CLASS09-167 SP RWDL4 2.2L V6 3.0L 3.5LMercedes-BenzS-CLASS COUPE15-167 SP RWDV6 3.0LMercedes-BenzSPRINTER13-167 SP RWDL4 2.2L How to repair this transmission (Videos)7G-TRONIC Plus Transmission Instruction manuals and useful linksLink typeSourceDescriptionpdfeuropeantransmissions.com7G-TRONIC PLUS

Transmission general data The rare 4-speed automatic transmission AW450-43LE had been installed since 1998 until 2007 on the RWD model ISUZU NPR/ NQR. with engines capacity of appr. 5 liters. In terms of design, this transmission is similar to AW442F. In most cases Isuzu models come to repair shops with the purpose of fixing the transmission. Number of gearsTransmission TypeDriveTorque (Nm)ATF (full capacity) LATF (change) LATF type4ATRWD12,56Type T-IV Technical issues and repair guidelines This transmission for RWD vehicles is very reliable as all Aisin transmissions with high torque capacity. In most cases, problems occur in old vehicles and mainly associated with their age. If the car owner keeps track of the thermostat condition, then the lifespan of the automatic transmission AW450-43LE can exceed the service life of the car itself. The torque converter is the first component to get out of order in this transmission, then it leads problems with the worn-out oil pump and bushings. The repair kit of gaskets and seals is included in the common order for a complete reassembly of this transmission. Rare repair cases usually include replacement of the Direct package. In most cases friction friction components of this package are the first to get burnt because of high loads. Frequently, this transmission comes to the repair shop completely burnt friction elements. In such cases, specialists order a full kit of frictions as well as the kit of steel discs. Which cars run with this gearbox?BrandModelYearTypeEngineIsuzuELF97-154 SP R/4WDL4 3.1L 4.6LIsuzuTRUCK NPR99-074 SP RWDL4 4.75L 5.2L DIESELMazdaTITAN04-154 SP R/4WDL4 3.1LUD TrucksCONDOR97-144 SP R/4WDL4 3.1L 4.6L How to repair this transmission (Videos)450-43LE Teardown Instruction manuals and useful linksLink typeSourceDescriptionpdfSonnaxValve Body Layout AW45043LE

Transmission general data The 4-speed automatic transmission 4L40E produced by GM found application on the most common BMW 318 (since 1998). This automatic transmission was designed on the constructive basis of a reliable 4L60E, but were produced in Europe for the Bavarian automobile factory. This range of automatic transmissions replaced the 4-speed 4L30E and had been in production until 2007, when GM replaced these transmissions with the 6-speed 6L45. In terms of design the 4L40E (5L40) is the most simple, robust and reasonably priced transmission. Number of gearsTransmission TypeDriveTorque (Nm)ATF (full capacity) LATF (change) LATF type4ATRWD36095,5-6Dexron VI Technical issues and repair guidelines The repair of this transmission mainly lies in the replacement of filter, gaskets and seals (preventing oil leakage), and replacement of burnt friction elements. All parts are interchangeable with 5L40E and 5L50E. Frictions are one-sided as in the popular DP0 transmission. The pack (Direct Clutch; 2nd Coast) burns twice as frequently as other clutch packs.Generally, this gearbox is considered to be reliable and almost “invincible”, when avoiding heavy ATF contamination by friction dust and the abradant which wears out not only friction nodes, but also the valve body. This issue (oil contamination) often results in self-regulating pump becoming “unregulated”, also remaining in the mode of ultimate capacity. It leads to the rapid gear-shifting as well as to increased pressure in packages resulting in pistons damage. Issues with pistons is a typical soft spot for the 5-speed 5L40E and 5L50E (BMW Х5). The rubber-covered piston (forward) most commonly gets out of order because of its design peculiarities.It is usually recommended to take care about the ATF quality for this transmission. Which cars run with this gearbox?BrandModelYearTypeEngineBMW3-SERIES00-054 SP RWDL4 1.9L L6 2.0L 2.8L How to repair this transmission (Videos)Part 1 Transmission ServicePart 2 Transmission Service Instruction manuals and useful linksLink typeSourceDescriptionpdfshinseiauto.comScheme 4L40E

Transmission general data Leak test units allow checking circuit integrity for transmission units through use of hydraulic pressure. These tools guarantee time saving since modern models do not require removal of the transmissions off vehicles. It is a universal machine which merely requires appropriate leak test plate to fit any automatic gearbox. The 4L60 transmission, 4L80 transmission, ZF transmissions are some of the most demanded for this transmission service. The answer to the question on the reason of oil flowing out of the transmission troubles many transmission specialists. Transmissions oil leakage is in the group of problems with which almost every driver ever found. Under the car there are oil stains that are gradually increased. Set of lubricants is considered to be an important part of the vehicle. Such a problem leads to major failures. Friction of the contacting parts goes uncontrolled, wear debris is stopped from leaving the drivetrain, the assembly doesn’t cool down. It is unsafe and could cause fire. Various leaks at the junction of gearbox and engine most likely can occur due to the following reasons: wear-out or failure of seals, various defects in shafts and seals, emergence and increase of clearance in the shafts (input shaft, etc.), sealing compound fails to provide the desired sealing, loosening of clamp holdings, failure of properties of seals and gaskets and other effects.

Transmission general data Balancing is used after all components have been replaced and subsequent welding is done. The process of balancing allows transmission service people to find out if there is a bad or uneven weld on the circumference of a Torque Converter. If it is identified, the operator can easily weld on a small amount of material or remove it. Performance transmission and racing transmission specialists pay special attention to Torque Converter balancing. When you turn the ignition key the Torque Converter starts to rotate together with the engine. Torque Converter of about 250mm in diameter and of about 10 kg in weight imbalance in its RPM can cause such a serious vibration that the entire vehicle will be affected, including fastening elements of the engine and the automatic transmission. Balancing machine for torque converters allows us to check imbalance of this element with guaranteed accuracy. Precision system implemented in these machines allow transmission repair experts to pinpoint exact place of excessive or insufficient weight.

Transmission general data The Vacuum Test Unit is used to test the vacuum integrity of all Valve Body hoses and valves. This method of Valve Body testing is considered to be quite a traditional testing solution for transmission shops - it is a money-saver which does a straightforward job. At the same time it doesn’t provide the many advantages of the modern sophisticated transmission service tools. Vacuum tester is often used jointly with a Valve Body test equipment for remarkable results. The vacuum test allows to evaluate the condition and wear of the valve (plunger) in the body of the hydraulic unit. A worn valve or a hole in the hydraulic unit may result in improper operation, reduced performance or malfunction of the automatic transmission. In most cases, it is possible to assess the wear of the hydraulic unit of the automatic transmission without the vacuum test. However, if you have repaired hydraulic unit with the help of special reamers and valves produced by such manufacturers as Sonnax, a vacuum tester is a must because the vacuum test allows you to quickly and easily test for leaks in the channels of the hydraulic unit.