December 2008

COMPUTER • DIAGNOSTICS • ELECTRONICS • REPROGRAMMINGTM

DECEMBER 2008DECEMBER 2008

What’s New in What’s New in Four-Wheel Drive?Four-Wheel Drive?Ford’s 6F50N: Introducing Another 6-SpeedFord’s 6F50N: Introducing Another 6-Speed

GM PTO SystemsGM PTO Systems

EXPO 2008EXPO 2008

0CVR-1208.indd CVR20CVR-1208.indd CVR2 11/19/08 9:41:30 AM11/19/08 9:41:30 AM

More information is available at www.sonnax.com

1. 56947J-05KOversized TCC Control Valve Kit

Helps cure:• Excess TCC slip, Code 741• TCC lining comes off• Overheated convertersNote: Requires tool kit F-56947J-TL2& the VB-FIX reaming fixture

2. 56947J-15KTCC Modulator Valve & Sleeve

Helps cure:• Excess TCC slippage• Codes 741 & 1783• Transmission over temperature conditionsNote: Requires tool kit F-56947J-TL15& the VB-FIX reaming fixture

3. 56947J-03K (Increased Ratio)

4. 56947J-01K (OEM Ratio)

TCC Modulator Sleeve & Plunger Assemblies

Helps cure:• High TCC slip RPM at increasing load• Slip codes• Elevated fluid temperature

1.

2.

3.4.

or

sonnax-ifc-1.indd IFC2sonnax-ifc-1.indd IFC2 11/18/08 8:16:53 AM11/18/08 8:16:53 AM

Automatic Drive • P.O. Box 440 • Bellows Falls, Vermont 05101-0440 USA800-843-2600 • 802-463-9722 • F: 802-463-4059 • www.sonnax.com • [email protected]

©2008 Sonnax Industries, Inc.

5. 56947J-19KVFS Modulator ControlSleeve & Valve Kit

Helps cure:• Line pressure concerns• Slipping upshifts• Low line pressureNote: Requires tool kit F-56947J-TL19& the VB-FIX reaming fixture

6. 56947J-09KPressure RegulatorSleeve & Clip

Helps cure:• Delayed engagements• High line pressure in reverse• Soft shiftsNote: Requires tool kit 56947J-TL9

6.

5.

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LET'S PLAY BALL: Ford’s 6F50N: Introducing Another 6-Speed

Page 18

GM PTO Systems; Part 1 Page 12

STREET SMART : Getting a Better Look at the Toyota A761E Valve Body

Page 30

GEARS

The views expressed in this publication should not necessarily be interpreted as the official policy of the Automatic Transmission Rebuilders Association (ATRA). Publication of product information or any advertising does not imply recommenda-tion by ATRA.

GEARS™, a publication of ATRA, 2400 Latigo Avenue, Oxnard, CA 93030, is published for the betterment of the transmission industry and is distributed nine times per year. No part of this issue may be reproduced without prior written permission of the publisher. GEARS is distributed to members of the transmis-sion industry in the United States, Canada, ATRA Members in Mexico & Europe, and related automotive industry firms and individually. Send changes of address to GEARS in care of ATRA. Subscriptions are available by contacting GEARS in care of ATRA.

Advertisers and advertising agencies assume full liability for all content of advertisements printed and also assume full responsibility for any claims arising therefrom against the publisher. The publisher reserves the unqualified right to reject any advertising copy as it deems appropriate, with or without cause.

GEARS is designed to provide accurate and authoritative information in regard to the subject matter covered. It is distributed with the understanding the publisher is not engaged in rendering legal, accounting or other professional service. If legal advice or other expert assistance, is required, the services of a competent profes-sional person should be sought— from a Declaration of Principles jointly adopted by a Committee of the American Bar Association and Committee of Publishers.

GEARS also welcomes articles submitted by members of the industry. GEARS considers all articles for publication that contribute positively to the welfare of the transmission industry, and reserves the right to edit all articles it publishes. If you would like to submit an article to GEARS, include background information about the author and a telephone number where he/she may be reached. If you want submissions returned, enclose a self-addressed, stamped envelope.

ChiefExecutiveOfficer Dennis Madden ManagingEditor Rodger Bland TechnicalDirector Lance Wiggins Advertising Frank Pasley SeniorDesigner Jeanette Troub

ContributingEditors Steve Bodofsky, Thom Tschetter ATRATechnicalStaff Bill Brayton Mike Brown Steve Garrett Pete Huscher Jon Rodriguez Randall Schroeder Dave Skora

DirectorofMembership&ITSvc Kelly Hilmer Seminars&ConventionManager Vanessa Velasquez BookstoreManager Shaun Velasquez

Publications Mail Agreement No. 40031403Return Undeliverable Canadian Addresses to:Station A , PO Box 54, Windsor, ON N9A 6J5

Email: [email protected]

Issue #135 Printed in U.S.A. Copyright ATRA 2008

Editorial and Business Offices2400 Latigo Avenue, Oxnard CA 93030Phone (805) 604-2000Fax (805) 604-2006www.gearsmagazine.comwww.atra.comwww.atraonline.com

December2008

PHONE(805)604-2000FAX(805)604-2006

Computer • DiagnostiCs • eleCtroniCs • reprogrammingGEARSKEEP ThOSE TRANNYS ROLLING:

What’s New in Four-Wheel Drive? Page 6

What’s Inside the A465 or AS68RC 6-Speed

Page 40

gears December 2008 �

TABLE OF CONTENTS

SPECIAL INTEREST & TECHNICAL

6 KEEP ThOSE TRANNyS ROllINg: What’s New in Four-Wheel Drive? — by Pete Huscher

12 gM PTO Systems; Part 1 — by Steve Garrett

18 lET'S PlAy BAll: Ford’s 6F50N: Introducing Another 6-Speed — by Lance Wiggins

26 PlAyINg TO WIN: Setting goals is a Waste of Time — by Thom Tschetter

30 STREET SMART : getting a Better look

at the Toyota A761E Valve Body — by Mike Brown

38 Are Automatic Transmission Fluids SAFE?

— by Dennis Gad

40 What’s Inside the A465 or AS68RC 6-Speed

— by Dave Skora

46 The 5th Annual Red girdley

Memorial golf Tournament — by Wendy Ritz

49 Expo 2008: An Outstanding gathering,

In Every Sense of the Word — by Steve Bodofsky

DEPARTMENTS 4 FROM ThE PRESIDENT: Opportunities Missed

are Opportunities lost — by Dennis Madden

51 ATRA News

53 Powertrain Industry News

57 Shoppers and Classified

64 list of Advertisers

GEARSComputer • DiagnostiCs • eleCtroniCs • reprogrammingGEARS

On the Cover: Expo 2008: An Outstanding Gathering, In Every Sense of the Word

See this and the Golf Tournament starting on page 46.

4 GEARS December 2008

Opportunities are what you make of them. And as we near the end of 2008, you

need to ask yourself: Were there any opportunities that came my way? And if so, did I take advantage of them? If your answer to either question is “no,” then I’m sorry to say you simply missed them, because they’re always around, and they may not come back a second time.

Even in this time of economic cri-sis (as reported nightly on every news channel these days), there are plenty of opportunities to be found… if you look hard enough. Or maybe you just need a little nudge to be receptive to these opportunities. And then sometimes you can just create them yourself. After all, whoever said you had to wait for them to come to you?

So let’s take a look around and see what opportunities we might find. In the October issue of GEARS we offered a free 2008 Consumer Marketing report. Have you downloaded it? If not, go to www.atraonline.com/report and get it. And take the time to read it.

There are two important points about advertising you should take away from this report: Yellow Pages and web sites. They’re both great tools for mak-ing your business information available to your customers, but the data doesn’t support the idea that larger ads result in more business, nor does it indicate there’s any benefit to advertising in more than one book covering the same region.

There also wasn’t any evidence to suggest that businesses with a web site do any better than those without.

Unless you’re selling over-the-counter transmissions online, chances are just having a web site won’t provide a big improvement in your business. The people in your community will be more likely to find you by asking around rather than going on line.

Does this mean you shouldn’t have a web site? Absolutely not! Because once a potential customer receives a referral, your web site may be their next stop, to confirm your phone number and learn a bit more about the services you have to offer. So your web site could well be that all-important first impression they get from your shop.

That’s why it’s so important to make sure you have a professional-looking web site that offers the features that’ll inform your customers about who you are and what you have to offer, and help them with things like making appointments. But be careful about overspending; one of the biggest benefits of web site advertising is that it’s a low-cost way to put your shop out there.

One of the biggest benefits we learned about these types of advertising is that too much is just a waste. The key is to use these types of advertising judiciously, and not overspend on them. There are much more effective ways to spend your advertising dollar.

For example, have you taken the opportunity to get involved in your community through school publica-tions, the scouts, local sports teams, and your church? Because that’s where we found the most successful businesses going to reach new customers.

And, while fewer people have been purchasing new cars, they also haven’t been fixing their existing cars. At least, that would seem to be the case, as many shop owners have reported business is down. Which means that those broken cars are beginning to pile up; consum-ers are just too insecure about the economy to spend on anything… even necessary repairs.

Eventually that has to end. Sooner or later, their cars are going to do more than just flash a light or make a noise — they’re going to stop running. And then they’re going to have to get them fixed. The opportunity comes from being ready to fix those cars once con-sumers decide it’s safe to start spending money, or they can’t put the repairs off any longer.

This sense of opportunity was evi-dent with the people I spoke with at this year’s ATRA Powertrain Expo. I was thrilled — but not surprised — at the energy and excitement a lot of shop owners had; they recognized the oppor-tunities that are waiting for the shops that are willing to go after them, and were prepared to take care of them when they start showing up.

Opportunities… they’re out there, many of which cost nothing more than an investment of time. Be ready, and don’t miss them when they come, because the real winners in this econo-my will be those who go after the work, rather than wait for it to come to them.

FROM THE CEO

by Dennis Madden

Opportunities Opportunities Missed are Missed are Opportunities LostOpportunities Lost

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What’s New in Four-Wheel Drive?

Over the past two years, when I’m not working on the ATRA HotLine,

I’ve been writing articles, and cre-ating seminar and EXPO presen-tations related to understanding and diagnosing today’s domestic four-wheel drive systems. Most of those programs have been cen-tered around understanding and diagnosing four-wheel drive sys-tems in today’s domestic trucks.

In this article, we’re going to do something a little bit differ-ent. We’re going to take a look at a section of the four-wheel drive market we rarely talk about: the AWD systems used in today’s domestic passenger vehicles.

BorgWarner is now offer-ing its award winning Interactive Torque Management (ITM 3e®) system as an option for drivers who value performance, fuel econ-omy and stability. BorgWarner works closely with manufacturers such as General Motors, Ford, Daimler-Chrysler, Volkswagon/Audi, Honda, Toyota, Nissan, Hyndai/Kia, BMW and Fiat, to name just a few.

In addition to providing the all-wheel drive components, BorgWarner supplies the electron-ics, software controls and vehicle integration support.

KEEP THOSE TRANNIES ROLLING

Figure 1: Mechanical components of the AWD system

Figure 2: AWD control module uses the CAN bus system to communicate with other modules.

EW EWEW DRIVE?RIVDRIVE?D ?R ?DRIVED by Pete Huscher

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The ITM 3e® system is just one of the latest interactive all-wheel drive sys-tems available as part of BorgWarner’s growing iTrac® torque management systems portfolio. BorgWarner has a full line of active torque management devices focused on the needs of the ever expanding all-wheel drive market, such as the new NexTrac® all-wheel drive system being launched in this year’s Hyundai Santa Fe, and the Cadillac CTS’s ITM® all-wheel drive system also being launched this year.

BorgWarner worked closely with Daimler-Chrysler’s engineers to bring an all-wheel drive system to Chrysler’s 2007 Pacifica. BorgWarner and Daimler-Chrysler are working together again to bring the ITM 3e® system to the 2008 Dodge Avenger.

A Closer Look at the ITM 3e® System

The ITM 3e® system uses sophis-ticated controls and algorithms to sense wheel slip, and can seamlessly convert to all-wheel drive within milliseconds. This enhances vehicle handling by opti-mizing vehicle traction to both the front and rear wheels when needed.

While driving at highway speeds, the ITM 3e® system reduces torque transfer to the rear wheels, which improves fuel economy when com-pared to a full-time all-wheel drive sys-tem. The ITM 3e® system is designed to work in conjunction with other on-

board systems such as the antilock brake system (ABS) and the electronic ride stability system, to provide improved traction and stability when needed.

Electronically Controlled All-Wheel Drive System

Unlike other all-wheel drive sys-tems that rely on pumps or a viscous fluid to transfer torque to the non-driving wheels, the ITM 3e® system requires no front-to-rear slip to activate the all-wheel drive system. This system transfers torque solely in response to accelerator pedal position and other vehicle system inputs.

This electronically controlled all-wheel drive system doesn’t incorporate traction control, nor does it aid in side-to-side traction. The antilock brake sys-tem (ABS) is responsible for side-to-side traction using brake intervention programming.

ITM 3e® ComponentsThe electronically controlled all-

wheel drive system includes (figure 1):• An all-wheel drive ECM

(AWD ECM)• A power transfer unit (PTU) or

transfer case• A two-piece driveshaft• An electronically controlled

coupling (ECC)• A rear differential assembly• Axle shafts

All-Wheel Drive ECMThe AWD ECM communicates

with the ABS control module and the PCM over the CAN C bus system. The AWD ECM uses the wheel speed sensor inputs from the ABS module, to monitor relative wheel speeds and determine the vehicle’s actual speed.

The AWD ECM uses this informa-tion along with the accelerator pedal position to determine how much torque to transfer to the rear wheels. The AWD ECM then sends an electrical signal to the ECC that’s proportional to the amount of torque required. This allows the torque transfer to the rear wheels to be fine-tuned to the amount of traction actually needed (figure 2).

Power Transfer Unit (PTU)

The power transfer unit (PTU) or transfer case is mounted to the right side of the transmission (figure 3). The right axle half-shaft passes through the power transfer unit and drives the right front wheel. The power transfer unit transfers torque from the driving wheels to the rear differential through the driveshaft and electronically con-trolled coupling (ECC).

Two-Piece DriveshaftThe two-piece driveshaft connects

the power transfer unit to the elec-tronically controlled coupler. A center bearing supports the driveshaft, and a

Figure 3: ITM 3e power transfer unit (PTU)

The power transfer

unit (PTU) or transfer

case is mounted to

the right side of the

transmission. The

right axle half-shaft

passes through the

power transfer unit

and drives the right

front wheel.




center plunge-type joint compensates for movement between the engine/power transfer unit and the electroni-cally controlled coupling.

The Electronically Controlled Coupling (ECC)

The electronically controlled cou-pling, or ECC, is attached to the rear differential. The purpose of the ECC is to transmit torque to the rear wheels through a two-stage clutch system. The low torque, electromagnet-powered clutch is controlled by the AWD ECM.

A cam-and-ball mechanism ampli-fies the force of the low torque clutch, applying the wet multi-disc main clutch that transmits torque to the rear wheels. The wet clutch is similar to clutch packs in automatic transmissions (figure 4).

Rear Differential Assembly

The rear differential assembly of the ITM 3e® system consists of the electronically controlled coupling and the rear differential. The rear differ-ential uses the torque provided by the electronically controlled coupling to drive the rear wheels. The electronical-ly controlled coupling isn’t serviceable and must be replaced as an assembly (figure 5).

Axle ShaftsThe axle shafts are inside the rear

differential assembly. The purpose of the axle shaft is to transfer torque from the differential carrier to the wheels.

How Does the ITM 3e® System Work?

The electrically controlled all-wheel drive system includes these elec-trical components (figure 6):

• The AWD electronic control module (AWD ECM)

• The antilock brake system (ABS) and wheel speed sen-sors

• The electronically controlled coupling (ECC)

The system has four operating modes:

• Open loop• Close loop• Wheel speed dependent• Vehicle dynamics enhance-

ment

The AWD ECM also interfaces with the ABS/stability ride control and traction control systems. This interface allows the ABS to influence rear wheel torque transfer through the ECC and helps the driver maintain control of the vehicle.

Open Loop OperationIn high power demand situations,

the all-wheel drive system immedi-ately starts engaging the electronically controlled coupling, transferring a high percentage of torque to the rear wheels. This prevents front wheel slip, as power is transmitted to all four wheels. This mode of operation is called open-loop operation because the AWD ECM doesn’t use inputs from the ABS sys-tem to control the torque transfer to the rear wheels.

Closed Loop OperationIn closed-loop operation, the AWD

ECM uses inputs from the ABS con-trol module to determine the proper torque transfer needed. Power to the rear wheels is also modulated under these conditions:

• Front wheels slipping on ice while backing up will transfer torque to the rear wheels.

• Loss of traction at freeway speeds, as in hydroplaning, will transfer torque to the rear wheels.

Both open-loop and closed-loop modes are always active, with the closed-loop mode layered on top of the

Figure 4: ECC (electronically controlled coupling)


GEARS December 2008 11

open-loop mode to increase torque to the rear wheels when needed, to main-tain traction in extreme situations.

Wheel Speed Dependent Operation

Wheel speed dependent mode is independent of the open-loop and closed-loop modes, using the difference in wheel speed to determine when the vehicle is in a tight turn. This condition is indicated by a large difference in the side-to-side wheel speeds. This causes the AWD ECM to reduce torque to the rear wheels, which prevents binding the driveline.

Vehicle Dynamics Enhancement

Additional AWD ECM calibrations control the torque being sent to the rear wheels for improved handling at speeds between 25 and 65 mph. At these speeds, the system increases torque to the rear wheels during cornering. Above 70 mph and under normal driv-ing conditions, the AWD ECM strategy provides minimal torque transfer to the

rear wheels to increase fuel economy.Now you know what’s new in

four-wheel drive systems. With a bet-ter understanding of how the new ITM 3e® AWD system operates, you should have no problem keeping those trannies rolling.

I’d like to thank Carol Dupke and Erica Nielson from BorgWarner-Morse Tec for their contribution to this arti-cle.

Figure 6: Electronic components of the ITM 3e AWD system

The rear differential assembly of the ITM 3e® system consists of the electronically

controlled coupling and the rear differential.

Figure 5: Rear differential assembly



GM PTO Systems; Part 1

TThe operation of a Power Take Off (PTO) is nothing new for most of you. But, as with other

vehicle systems, the PTO has under-gone a lot of changes in the past few years.

PTOs provide an inexpensive, reli-able and safe way to drive several vehicle accessories, such as:• Winches• Road Sanders• Dump Boxes• Snow Plows• Man Lifts• Fire and Ambulance Equipment• Drills• Air Compressors• Wreckers

A PTO unit is commonly bolted to the transmission, transfer case or engine, or in some cases may be oper-ated from an accessory drive belt. In any case, the PTO is typically a gear-driven assembly that directly or indi-rectly operates a hydraulic pump and PTO hydraulic system.

Some systems don’t use a PTO to operate a pump, but rather the PTO operates a driveshaft, which is then used to drive a component. Early appli-cations used a lever system to engage and disengage the PTO. On later appli-cations, this operation is typically con-trolled electronically.

With GM applications, many of the PTO system components can’t be ordered as options when you purchase a new vehicle. Instead, GM uses GM dealers or independent “upfitters” to install many of the components required to make the PTO system function.

GM typically offers two RPO (Regular Production Option) codes that relate to the PTO system. RPO UF3designates the vehicle is equipped with fast idle software. The UF3 option

allows the vehicle to operate at a single elevated speed when activated. This feature typically increases engine RPM, which improves alternator output, A/C cooling, and heater performance when the vehicle is stationary. This option comes with a cab mounted switch, wir-ing and a PCM or ECM capable of rais-ing idle speed when needed. The fast idle option wasn’t designed to operate the PTO system.

RPO PTO may be ordered on many applications. This option provides the upfitter with factory-installed wiring to make installation simpler. In addi-tion, it provides multiple or variable engine speeds to meet current demands. Engine speeds are programmable on some applications. The factory PTO option includes:• A PTO enable switch• Cruise control switches that are

used to vary engine speed for PTO operation

• Upfitter wiring and connections for an in-cab PTO switch

• Upfitter interface connector locat-ed on the driver’s side of the trans-mission (passenger side 2007-09 applications)

• A programmable PCM or ECM with PTO software

• TAC module (on electronic throttle controlled systems)

• PTO module (included in RPO PTO on 2007-08 applications)

Some applications also require an RPO M1F option. This option features a revised floorpan. The floorpan has a kickout design to provide the required space for transmission-mounted PTOs.

GM offers PTO installation kits through two suppliers: Chelsea Auxiliary Power Products and Muncie Power Products. The PTO installation kits include:• Plumbing• PTO• Heat Shields• PTO Control Switch (included in

RPO PTO on 2007-08 applica-

GM PTO GM PTO Systems; Systems; Part 1Part 1

by Steve Garrett

PTO Assembly

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tions)• PTO Interface Harness (included

in RPO PTO on 2007-08 applica-tions)

• Load Engagement Switch (some applications)

• PTO Solenoid (some applications)

The PTO installation kit allows the PTO system to be installed on properly equipped 4L80E, LCT 1000 and the ZF 6-speed manual transmission applica-tions.

PTO ComponentsPTO Drive Gear — Not all

applications are equipped to handle a PTO. The LCT 1000 may or may not be equipped with a PTO drive gear, depending on the year and application. These models are equipped for PTO operation:• All 2001-2006 8.1 RPO L18 (VIN

code G) and 2001-2004 6.6 RPO LB7 (VIN code 1)

• All 2004-2008 6.6 RPO LLY (VIN code 2), 2006-2008 6.6 RPO LBZ (VIN code D), 2007-2008 6.6 RPO LMM (VIN code 6) and 2007 8.1 RPO L18 (VIN code G)

• Trucks with RPO ZW9 don’t have a PTO drive gear unless they’re 2007 and prior model years equipped with an 8.1L, RPO L18.

If the application isn’t equipped for a PTO, the PTO gear may be ordered as part of a rotating housing assembly. The 2001-05 rotating assembly is GM part number 29540518. The 2006-and-later rotating assembly is GM part number 29542802.

NOTE: GM doesn’t recommend installing a PTO on non-factory PTO applications on 2007-and-later vehi-cles. 2007-and-later applications have undergone significant changes and add-ing a PTO is no longer a cost effective choice.

PTO Control Switch — The PTO switch generally uses two or three posi-tions: Off, On and on some applications Set. The PTO switch acts as the main controlling component for the GM PTO system.

PTO Interface Connector — This connector is located on a bracket on the driver’s side of the transmission (pas-senger side 2007-09 applications). The interface connector provides access to these circuits:

• PTO engine shutdown (Light Blue)

• PTO remote enable switch (Light Green)

• Ground (Black)• PTO feedback (Yellow)• PTO relay control (White)• Cruise control switch (Dark

Blue)

PCM/ECM — The PCM/ECM for PTO applications can be programmed to control the PTO as well as engine RPM (2006 and earlier). Two modes of PTO operation are typically available:• Preset — In this mode the PCM

typically uses one of two preset PTO operating speeds.

• Variable — This mode allows vari-able PTO speed while the vehicle is stationary or moving.

PTO Relay — The PTO relay

is controlled by the PCM/ECM. The PCM/ECM receives input from the PTO switch. When the PTO is com-manded on or off, the PCM/ECM will correspondingly command the relay on or off when the required parameters have been met.

The PTO relay is mounted in the underhood fuse box (UBEC). The engine 1 fuse and the PTO switch typically control the power to the relay winding, while the PCM/ECM controls the relay ground.

NOTE: The PTO relay is an upfit-ter-installed device on some later model applications and is now controlled by the Power Take Off Module (PTOM).

Cruise Control Switch — On vehicles that are equipped with cruise control, the cruise control switch assembly is typically used to control PTO operation. The switch can be used to turn the PTO on and off, and set the PTO speed.

TCC — Several automatic trans-mission applications apply the TCC during PTO operation. This typically occurs when the vehicle is in park and the engine speed is above 1100 RPM with the PTO engaged.

Brake Switch/Clutch Switch — The brake switch/clutch switch is used to cancel PTO operation as a safety precaution on factory applications. On some applications (typically diesel) when the brake/clutch is released, the system will resume operation. Other applications require the operator to depress the set switch or touch the resume button on the cruise control switch to resume operation.

TAC Module — On electronic, throttle-controlled applications, the Throttle Actuator Control (TAC) mod-ule is used to regulate engine RPM. Based on data received from the PCM/ECM, the TAC module will raise or lower engine RPM to meet the demand. This is accomplished as the TAC mod-ule changes the commands to the TAC motor.

PTO Solenoid — The PTO sole-noid is an upfitter-installed device. Many systems require a solenoid for clutch activated PTOs. The PTO relay provides the solenoid with power when the relay is energized by the PCM/ECM.

Load Engagement Switch — Like

PTO Fast Idle



the PTO solenoid, the load engagement switch is an upfitter-installed device. The switch is typically wired into the power feed for the PTO solenoid and must be closed before the PTO will engage.

PTO Module — Introduced for the 2007 model year, the PTO module (PTOM) provides these functions:• Replaces many of the functions

previously performed by the PCM/ECM

• Receives input from the PTO switch

• Controls the PTO relay• Processes requests to the ECM/

PCM and BCM regarding remote starting and engine shutdown

• Shares information and data with the BCM, ECM/PCM, IPC and TCM regarding desired PTO oper-ation

• Processes information from the TCM regarding transmission tem-perature and gear position

• Requests the IPC to display infor-mation and messages regarding PTO operation

Body Control Module (BCM) — The BCM is now part of the PTO system (2007 and later). The BCM stores the PTO configuration; if the factory preset configuration needs to be changed, the BCM will have to be reprogrammed using a scan tool. This includes the default modes of opera-

tion. In addition, the BCM acts as the master controller for many functions, including remote start.

Modes of OperationSeveral modes of operation may be

available, depending on vehicle appli-cation and content. These include:

PTO System 2007-2008




Preset Mode/Stationary Mode — This mode is used for stationary opera-tion. Preset mode provides a default standby speed of 800-850 RPM, and two preset PTO speeds: 1250 RPM and 1700 RPM. Maximum engine speed for PTO operation is typically set at 2200 RPM.

To operate the PTO in preset mode, these conditions must be present:• Engine running• Transmission in park or neutral• Park brake set on manual transmis-

sion applications• VSS 0 MPH• Foot off the brake or clutch• PTO switch on

With these conditions met, engine RPM will increase to standby speed. The LED on the PTO switch will flash, indicating the PTO is attempt-ing to engage. Once the LED changes to a steady state, the PTO should be engaged.

Variable Modes — Variable mode can be used for stationary or mobile applications. This mode allows the PTO to be controlled in 100 RPM incre-ments. Variable mode allows the opera-tor to “Tap Up” or “Tap Down” the PTO speed by using the set and resume cruise control switches. Applications not equipped with cruise control won’t have the “Tap” features.

Variable mode can be operated with the vehicle stationary or in motion. If the vehicle is in motion, the sys-tem will allow the driver to attain the desired engine RPM (not vehicle speed) for PTO operation.

To operate the PTO in variable mode, these conditions must be pres-ent:• Engine running• Foot off the brake or clutch• PTO switch on• Engine RPM raised to standby

speed

From here, you’ll be able to obtain the desired engine RPM by pressing the accelerator pedal. Then press the set button on the PTO switch or cruise control switch to retain the desired set speed.

The LED on the PTO switch will flash when the PTO is attempting to engage. The LED will change to a

steady state when the PTO has engaged. The set and resume buttons can now be used to adjust engine speed in 100 RPM increments.

NOTE: Engine RPM must be greater than PTO standby speed but lower than the maximum PTO engine RPM for the system to function.

NOTE: For the system to function the PCM must be programmed for the variable mode. If the system wasn’t factory equipped (RPO PTO), you’ll need to reprogram the PCM/ECM for PTO function with your scan tool.

Fast Idle Mode — This mode is typically used on vehicles that don’t use a PTO, but have need for a higher-than-normal idle speed when the vehicle is stationary. A typical application for fast idle mode would be an ambulance. As with a PTO system, to make the vehicle operate in fast idle mode, additional equipment is necessary.

On many applications (RPO UF3), an 8-pin PTO connector is located behind passenger air bag switch in the dash. The connector is typically taped to the IP harness. If the connec-tor is present, a GM accessory kit is available to make the fast idle mode installation easier. The accessory kit is available under GM part number 12497678. Some applications may not have the connector, so hard wiring will be required.

Once the kit is installed or the system hardwired, the PCM may need to be programmed to enable fast idle operation. You’ll need to program these factory default parameters into the PCM/ECM with your scan tool:

With the kit installed and the pro-gramming complete, the fast idle func-tion should operate. To engage fast idle, these conditions must be met:• Park range (neutral on M/T)• Park brake set (M/T)

• Fast idle/PTO switch on• Press the set button on the cruise

control or PTO switch

This should force the engine idle to increase. On some applications, press-ing the resume/accelerate button on the cruise control will allow the engine speed to “tap up” while touching the set button will decrease fast idle speed.

Major changes have occurred for the 2007-2009 model year applications. These include:• Kit 12497678 is no longer required

if the vehicle is ordered with RPO PTO.

• A new, dedicated, in-cab multi-function switch is included in the PTO factory package.

• A dedicated upfitter connector now appears on all applications.

• A dedicated PTO module controls PTO operation.

• A remote enable switch provides remote on/off control of the PTO.

• A remote engine start and shut-down feature can be programmed to operate with a scan tool.

• Automatic engine shutdown fea-ture warns the driver by honking the horn prior to shutdown. This feature monitors oil level, oil pres-sure, coolant level, transmission fluid temperature, fuel level and diesel particulate filter regenera-tion.

• Tap Up/Tap Down is no longer accomplished using the cruise control switch. The multifunction switch now provides the Tap Up/Tap Down functions for the PTO

system.• New transmission calibrations prevent shift business during mobile PTO opera-tion.• Remote tachometer and PTO status LEDs allow for easy sys-tem monitoring when you’re out of the cab (2009).

Well as you can see, the PTO sys-tem is a complex animal. Until next time, remember: “Success doesn’t come to you… you go to it.”

PTO Max Engine Speed 2200-4400 RPM (Factory default 2200 RPM)

PTO Standby Speed 800-1200 RPM (Factory default 800 RPM)

PTO Set Speed 1250-1400 RPM (Factory default 1250 RPM)

PTO Resume Speed 1700 RPM

PTO Max Engage Speed 1000-1800 RPM (Factory default 1000 RPM)

PTO Shutdown NO

PTO Engage Relay NO

PTO Feedback NO


964 East Market St., Crawfordsville, IN 47933 • Toll Free: 800-729-7763 • Fax: 765-364-4576 • Email: [email protected]* Raybestos Powertrain warrants that each electrical component manufactured or supplied by Raybestos Powertrain will be free from defects in material or factory workmanship for fiveyears or 50,000 miles from the date of sale. Please refer to Raybestos Powertrain’s website (www.raybestospowertrain.com) and catalog for details and limitations.

Raybestos placed1107.indd 2Raybestos placed1107.indd 2 11/14/08 3:37:23 PM11/14/08 3:37:23 PM

18 GEARSDecember2008

Ford’s 6F50N: Introducing Another 6-Speed

Ford’s 6F50N is just one more of the 6-speed transaxles being produced today. Ironically, this

transmission is very similar to the GM 6T70. So once again, if you know how one of these transmissions operate, you’ll know the other.

This article is an introduction to the 6F50N; we’ll cover the internal components and solenoid operation as they pertain to clutch operation. Let’s start with the planetary gearset:

Planetary GearsetTHE 6F50N has 3 planetary gear-

sets to provide operation in reverse and six forward speeds (Figure 1).

The gearsets include these com-ponents:

• Front planetary sun gear (part of the front sun gear and shell assembly)

• Front planetary carrier • Front planetary ring gear • Center planetary sun gear • Center planetary carrier • Center planetary ring gear • Rear planetary ring gear • Rear planetary carrier • Rear planetary sun gear and

shell assembly

The front planetary sun gear is splined to the forward (1, 2, 3, 4) clutch and is held stationary in 1st, 2nd, 3rd and 4th gears (Figure 2).

The front planetary carrier is splined to the rear planetary ring gear. It transfers power from the rear planetary gearset to the front planetary gearset in

2nd, 3rd, 5th and 6th and reverse. The front planetary carrier is splined to the transfer shaft drive gear. The front plan-etary carrier is the output component for the planetary gearset.

The front planetary ring gear is splined to the center planetary carrier (Figure 3). It transfers power from the center planetary gearset to the front planetary gearset in 1st, 2nd, 3rd and 4th gears.

The center planetary sun gear is splined to the input shaft and is used as input to the planetary gearsets in 1st, 2nd, 3rd and 4th gears.

The center planetary ring gear is splined to the rear planetary carrier. It transfers power from the center plan-etary gearset to the rear planetary gear-set in 3rd gear, from the rear planetary

gearset to the center planetary gearset in 4th gear. It’s held stationary by the low one-way clutch (OWC) and low/reverse clutch in 1st and reverse.

The rear planetary carrier is splined to the overdrive (O/D) (4, 5, 6) clutch hub (Figure 4). It transfers power from the input shaft to the rear planetary car-rier in 4th, 5th and 6th gears.

The rear planetary sun gear and shell assembly is splined to both the intermediate (2, 6) clutch and the direct (3, 5, R) clutch (Figure 5). The rear planetary sun gear and shell assembly is held stationary by the intermediate (2, 6) clutch in 2nd and 6th gears. It’s driven by the direct (3, 5, R) clutch in 3rd, 5th and reverse.

LET'S PLAY BALL


by Lance Wiggins

Figure 1


Input ShaftThe input shaft is part of the direct/overdrive clutch

assembly and is splined to the torque converter turbine and the center planetary sun gear. The input shaft transfers power from the torque converter to the rear planetary gearset through the direct (3, 5, R) and overdrive (4, 5, 6) clutches, and the center planetary sun gear. (Figure 6).

Front Planetary Carrier Hub (Output Hub)

The front planetary carrier hub is splined to the front planetary carrier and the transfer shaft drive gear. This allows torque to be transferred from the planetary gearset to the final drive gearset.

Final Drive GearsetThe final drive consists of a gearset that transfers and

multiplies torque from the planetary gearsets to the differential (Figure 7).

Figure 2 Figure 3

Figure 4 Figure 5

Figure 6

18wiggins1208.indd 1918wiggins1208.indd 19 11/18/08 1:27:47 PM11/18/08 1:27:47 PM



The final drive consists of:• Transfer shaft drive gear • Transfer shaft and gear assem-

bly • Differential assembly • Ring gear

The planetary gear set transfers power to the transfer shaft drive gear through the front planetary carrier hub. The transfer shaft drive gear is part of the stator support assembly. The trans-fer shaft drive gear turns the transfer shaft and gear assembly, which multi-plies torque through gear reduction and turns the differential ring gear.

DifferentialThe differential allows the half-

shafts and wheels to rotate at different speeds during cornering and transfers power to the Power Transfer Unit (PTU) for all-wheel drive (AWD) vehicles.

The differential assembly consists of the following components:

• Differential case (part of the final drive carrier)

• Two pinion gears supported by a pinion shaft

• Two side gears supported by the differential case and half-shafts

Direct (3, 5, R) ClutchThe direct clutch is a drive clutch

that transfers power from the direct/overdrive hub and shaft assembly to the rear sun gear. The direct clutch is applied in 3rd, 5th and reverse.

Hydraulic pressure from the regulator valve in the valve body pushes the direct clutch piston against the direct clutch pack to apply the clutch. This causes the input shaft to transfer torque to the rear planetary sun gear.

Overdrive (4, 5, 6) Clutch

The overdrive clutch is a drive clutch that transfers power from the direct/overdrive hub and shaft assembly to the rear planetary carrier. The overdrive clutch is applied in 4th, 5th and 6th gears.

Hydraulic pressure from the regulator valve in the valve body pushes the overdrive clutch piston against the overdrive clutch pack to apply the clutch. This allows the input shaft to

transfer torque to the rear planetary sun gear.

Forward (1, 2, 3, 4) Clutch

The forward clutch is a brake that holds the front sun gear and shell assembly. The forward clutch is applied in 1st, 2nd, 3rd and 4th gears.

Hydraulic pressure from the regulator valve in the valve body pushes the forward clutch piston against the forward clutch pack to apply the clutch. Applying the forward clutch pushes forward clutch pack against the low one-way clutch. This holds the rear sun gear and shell assembly stationary to the transaxle case.

Low/Reverse ClutchThe low/reverse clutch is a brake

that holds the low one-way clutch, which is splined to the rear planetary carrier. The low/reverse clutch is applied in manual low, reverse and 1st gear up to 5 km/h (3 mph).

Hydraulic pressure from the

Figure 7

Figure 9

Figure 8

18wiggins1208.indd 2018wiggins1208.indd 20 11/18/08 1:29:41 PM11/18/08 1:29:41 PM

C M Y CM MY CY CMY K



regulator valve, routed through the multiplex shift valve in the valve body, pushes the low/reverse clutch piston against the low/reverse clutch pack to apply the clutch. This holds the rear planetary carrier stationary to the transaxle case.

Intermediate (2, 6) Clutch

The intermediate clutch is a brake that holds the rear sun and shell assembly. The intermediate clutch is applied in 2nd and 6th gears.

Hydraulic pressure from the regulator valve in the valve body pushes the intermediate clutch piston against the intermediate clutch pack to apply the clutch. This holds the rear planetary sun gear stationary to the transaxle case.

Low One-Way Clutch (OWC)

The low one-way clutch is a brake that holds the rear planetary carrier in one direction and allows it to freewheel in the opposite direction. This eliminates engine braking in 1st gear, when the transaxle is in drive. The low one-way clutch is used in 1st gear when the transaxle is in drive.

Filler Tube and Pressure Taps

The transmission fluid filler tube is sealed to the main control cover with an O-ring that’s serviced with the transmission fluid filler tube. The transmission fluid level indicator is sealed to the transmission fluid filler tube with an O-ring that’s serviced with the transmission fluid level indicator.

The line pressure tap plug, transmission fluid drain plug, and the lubrication circuit tap plug have pipe threads and seal when tightened to specification.

Solenoid Operation Chart

Most scan tools will show the solenoids as being “ON” or “OFF”. These solenoid are PWM operated, the scan tool will show “ON” or “OFF” which only means they are either working or not (Figure 8)

Solenoid Hydraulic Circuits

Line pressure from the pump is directed to the individual shift solenoids, TCC and line pressure control (LPC) solenoids by the solenoid regulator valve on the SOL FEED circuit. The solenoids, controlled by the PCM, direct fluid to the valves they control.

Figure 10

Figure 11

Figure 12

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The line pressure control solenoid sends varying pressure to the line pressure regulator valve to control line pressure.

In park, shift solenoid D (SSD) directs pressure to the low/reverse/overdrive (4, 5, 6) regulator and boost valves through the SSD SIG hydraulic circuit. Shift solenoid E (SSE) directs

pressure to the multiplex shift valve, to direct regulated pressure from the low/reverse/overdrive (4, 5, 6) regulator valve to the low/reverse clutch (Figure 9).

In reverse, shift solenoid D directs pressure to the low/reverse/overdrive (4, 5, 6) regulator and boost valves through the SSD SIG hydraulic cir-

cuit. Shift solenoid E directs pressure to the multiplex shift valve, to direct regu-lated pressure from the low/reverse/overdrive (4, 5, 6) regulator valve to the low/reverse clutch. Shift solenoid B (SSB) directs pressure to the direct (3, 5, R) regulator and boost valves through the SSB SIG hydraulic circuit, to apply the direct (3, 5, R) clutch (Figure 10).

In neutral, shift sole-noid D directs pressure to the low/reverse/overdrive (4, 5, 6) regulator and boost valves through the SSD SIG hydraulic circuit. SSE directs pressure to the mul-tiplex shift valve, to direct regulated pressure from the low/reverse/overdrive (4, 5, 6) regulator valve to the low/reverse clutch (Figure 11).

In 1st gear, shift solenoid A (SSA) directs pressure to the forward (1, 2, 3, 4) clutch regulator and boost valves through the SSA SIG hydrau-lic circuit, to apply the for-ward (1, 2, 3, 4) clutch. Shift solenoid D directs pressure to the low/reverse/overdrive (4, 5, 6) regulator and boost valves through the SSD SIG hydraulic circuit only when vehicle speed is below 5 km/h (3 mph). Shift solenoid E directs pressure to the mul-tiplex shift valve to direct regulated pressure from the low/reverse/overdrive (4, 5, 6) regulator valve to the low/reverse clutch only when vehicle speed is below 5 km/h (3 mph) (Figure 12).

In 2nd gear, the forward (1, 2, 3, 4) clutch remains applied. Shift solenoid C

(SSC) directs pressure to the intermedi-ate (2, 6) clutch regulator valve through the SSC SIG hydraulic circuit, to apply the intermediate (2, 6) clutch (Figure 13).

In 3rd gear, the forward (1, 2, 3, 4) clutch remains applied. Shift solenoid C releases pressure to the intermediate (2, 6) clutch regulator valve. Shift sole-

Figure 13

Figure 14

Figure 15



noid B directs pressure to the direct (3, 5, R) regulator and boost valves through the SSB SIG hydraulic circuit, to apply the direct (3, 5, R) clutch (Figure 14).

In 4th gear, the for-ward (1, 2, 3, 4) clutch remains applied. Shift sole-noid B releases pressure to the direct (3, 5, R) regula-tor and boost valves. Shift solenoid D directs pressure to the low/reverse/overdrive (4, 5, 6) regulator and boost valves through the SSD SIG hydraulic circuit, to apply the overdrive (4, 5, 6) clutch (Figure 15).

In 5th gear, the over-drive (4, 5, 6) clutch remains applied. Shift solenoid A releases pressure to the for-ward (1, 2, 3, 4) regulator and boost valves. Shift sole-noid B directs pressure to the direct (3, 5, R) regulator and boost valves through the SSB SIG hydraulic circuit, to apply the direct (3, 5, R) clutch (Figure 16).

In 6th gear, the over-drive (4, 5, 6) clutch remains applied. Shift solenoid B releases pressure to the direct (3, 5, R) regulator and boost valves. Shift sole-noid C directs pressure to the intermediate (2, 6) clutch regulator valve through the SSC SIG hydraulic circuit, to apply the intermediate (2, 6) clutch (Figure 17).

The TCC control valve opens the TCC release cir-cuit to exhaust, so the TCC release circuit is not pres-surized when the TCC is applied. When the TCC is released, the TCC solenoid does not apply hydraulic pressure to the TCC con-trol or regulator apply valves (Figure 18).

That’s enough for this issue; next time we’ll dig deeper into the 6F50N, to examine the internal components and valve body, and go over important rebuilding tech-

niques and look for likely problem areas.

Figure 16

Figure 17

Figure 18



Setting Setting GoalsGoals is is a Waste of Timea Waste of Time

by Thom Tschetter

Every year about this time many of you are thinking about set-ting your goals for the next

year. This might surprise you, but I believe that for most people, setting goals is a waste of time. I know this statement flies in the face of traditional thinking, and it’s probably the last thing you would expect me to say, but I do mean it. It can be argued that even poorly conceived goals are better than no goals at all, but that doesn’t change the fact that they are still likely to be a waste of time for most people.

In a nutshell here is a list of just a few reasons that I’m comfortable mak-ing such a broad, bold claim and taking the risk of saying that it’s true for most people. When setting goals:

• You aren’t honest with your-self, resulting in goals that are too high or too low, and in most cases, not realistic.

• You don’t believe in the goals…they’re more like wishes.

• The goals have little or no real meaning, and they’re little more than guesses about the future.

• The goals are based on things that don’t really matter in terms of making any differ-ence.

• The goals are not specific or clear. Even if you do accom-plish them you don’t know it.

• The goals lack milestones to

measure success with; so you have no way of knowing how you’re doing.

• If the goals get written down, they end up just sitting on the shelf with no ongoing consid-eration other than did we make it or not.

• The goal isn’t yours; you don’t take ownership because it’s not based on anything you personally care about accom-plishing.

There are many more reasons, but what really matters is what you can do about it; so setting goals is worthwhile and vital.

While I won’t be able to address all of the shortcomings relative to goal setting, in this article I will set forth a process for setting goals that should address the biggest issues.

To start with, let’s look at the three basic questions we’ve been taught in the past to ask ourselves for setting goals.

1. Where are we now? In other words, we need a starting point.

2. Where do we want to go? In other words, assuming we’re not happy with where we are now, where would we rather be?

3. How can/will we get there? In other words, what actions or steps will we need to take to accomplish the goal?

Now, let’s expand on these ques-tions in order to breathe more reality and life into the process and the result-ing goal(s). Let’s put more thought into the questions and the answers.

Where are we now? Most of us just answer this question with a sales number…we did about $XXX,XXX in sales. I’m not saying that sales aren’t or shouldn’t be a part of the answer, but sales aren’t all of the answer. In fact, I don’t think this is the entire question, either. Let’s consider how our answer might get meatier if we add a second component to the question – “Where are we now, and how did we get here?”

This forces us to consider his-tory…what’s transpired and changed over time? Don’t limit yourself to just sales history, though. Include things like: facilities, crew size, crew skill sets, technical challenges, advertising, the industry, the market conditions, the competition, the community. If you limit your answer to just sales, you’re going to miss factors that affect sales like productivity, changes in the market, prices versus numbers of jobs, job mixes, etc. It’s very important that you are brutally honest with yourself in answering this question. If you quit try-ing as hard or stopped paying as much attention to the business, admit it.

Where do we want to go? Just like above, this question is usually

26tschetter1208.indd 2626tschetter1208.indd 26 11/14/08 10:01:21 AM11/14/08 10:01:21 AM


answered with a sales goal. It’s usually some percentage increase over the pre-vious year. And as above, this is only part of the question and the answer. The question should be, “Where do we want to go and why do we want to go there?”

By asking this question, and by again, being brutally honest with your-self, you will exercise what I call “Goal Wisdom”. In this step, you simply can-not ask “Why?” too often. In fact, you have to exhaust yourself by challenging every answer with “Why?” until you’re sure you have gotten to the answer that really makes a difference.

Here is a guideline to consider, “Success and happiness is not hav-ing everything you want; it’s wanting everything you have.” Your question-ing process needs to include things like:

• Is this a worthwhile goal? • Is it consistent with my

desires? More sales doesn’t always equal more profit…are you saying more sales and meaning more profits?

• Is it consistent with my val-ues? Why set a sales or profit goal if you really want more free time?

• Do you really believe in it? Can it be accomplished…real-ly?

• Do you believe you deserve it? If you don’t believe you deserve it, your subconscious mind will sabotage it.

How will we get there? This is often referred to as the action step. Yes; you do need to take action, but there is more to it than just taking action - “Ready; Fire, Aim” is taking action, but it seldom hits the target. What’s missing is the plan to hit the target before pulling the trigger. So; let’s instead ask, “How and when will we get there with confidence?”

You might call this the “do–do” step…do make a plan and do take action. The plan needs to include time-bound interval milestones and targets so we can measure our progress. The targets must progressively move you toward goal fulfillment. If we get off target or miss a milestone, we make strategic adjustments in the plan to get

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us back on course. Sometimes, circum-stances will dictate that the plan must be rewritten – essentially abandoned and begin anew. If your plan sits on a shelf until the end of the year, it could be too late to salvage the plan or to take advantage of a new opportunity that presents itself partway through the year. General Eisenhower once said, “The plan itself is nothing; planning is everything.”

You will need three lists relative to your plan: 1. The “Start Doing List” – these

are the new things that you need to start doing to hit your tar-gets, achieve your milestones, and accomplish your goals. Be innovative, creative, and even consider plagiarizing from other industries or competitors.

2. The “Keep Doing List” – these are the things that are working and you need to continue to do and even improve in order to hit your targets, achieve your milestones, and accomplish your goals. Keep the things that are working and are essential.

3. The “Stop Doing List” – this is a list that most planners fail to consider and create. Think about it…there are many things that you do just out of habit or simply just because you have always done them, and many of these things actually get in the way of being

able to hit your targets, achieve your milestones, and accomplish your goals. Eliminate the coun-ter-productive, the obsolete, and the non-essential.

The question to ask about any activity you perform in your business to determine if it is essential is, “Is this moving us toward the goal?”

You also need to answer this question with respect to every action step, “Who will do what by when?” Assignments should be given with mutually agreed expectations and accountability factors in terms of resources, timetables, and a clear description of what constitutes success-ful completion.

Do take action. You’ve planned your work; now work your plan. Proceed with implementation and mea-sure results. Make corrections when necessary. Earl Nightingale defined success as the progressive accomplish-ment of a worthwhile goal. The only way to progressively accomplish a goal is to progressively hit targets and achieve milestones on time to ulti-mately accomplish the goal. Here is a simple progression for tracking prog-ress: begin, monitor, measure, evaluate, modify, repeat…

In closing, unless your goal setting process includes these steps, you might just be wasting your time setting goals in the first place.

Setting Goals Is a Waste of Time


Mork and Mindy are long gone, along with $2.00 movie tickets and gas at 70 cents a gallon. But TransTec® transmission kits have grown to become the leading brand requested by transmission profes-sionals. In fact, more TransTec® kits are installed than all other kits combined.

We’d like to thank our customers, representatives, suppliers and associates for their faithfulness and support throughout the past 30 years.

These years have been very good to us. We can’t wait to see what the future holds.

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Getting a Better Look at the Toyota A761E Valve Body

Very few have seen or worked on one, but believe me they’re out there and they’re coming!

Introduced in 2004 in the Lexus LS430, the A761E has been around four years. Now these cars are getting traded in and are getting a lot of miles on them. And for those of you that step up to the call, you will be standing tall!

The main thing you’ll want to keep a close eye on is the valve body. That’s where this information will come in very handy. You may have already noticed Toyota won’t print any infor-mation on valve body breakdown and checkball locations. Solenoid identi-fication (figure 1) is a problem of its own.

In the chart, you’ll see that the solenoids have two names: One that

STREET SMART

by Mike Brown

Getting aGetting a Better Look Better Look at the at the Toyota A761EToyota A761E Valve BodyValve Body

Repair Manual Solenoid Name

Parts Catalog Description

S1 Shift Solenoid A

S2 Shift Solenoid B

S3 Shift Solenoid C

S4 Shift Solenoid D

SR Shift Solenoid E

SL1 Pressure Control Solenoid A

SL2 Pressure Control Solenoid B

SLT Pressure Control Solenoid D

SLUTorque Converter Clutch Pressure Control Solenoid

Figure 1 Chart 1

Figure 2

30mikeB1208.indd 3030mikeB1208.indd 30 11/14/08 2:39:18 PM11/14/08 2:39:18 PM


you’ll get from the scan tool and repair manual, and the second one, which is the one you’ll need to use at the parts counter. (Chart 1)

Checkball LocationsCheckball LocationsThere are eight checkballs in the

upper valve body (figure 2), and 12 checkballs in the main valve body (figure 3).

All of the checkballs are compos-ite; make sure during the rebuild that the checkballs seat on the valve body separator plate and haven’t decom-posed.

Figure 3




Figure 4

Valve Body DisassemblyValve Body DisassemblyAs with any valve body, there are

a few common practices you should always keep in mind:

• Always inspect the valves and springs thoroughly dur-ing disassembly.

• Check the valves for scoring and make sure the valve bore is clean of debris.

• Pay close attention to the valve layout, and make sure

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you put them back together the way they came out.

Start with the lower #2 valve body (figure 4).

CAUTION: Mark the setting before you remove the accumu-lator control valve. There are no factory settings for this valve; it’s model-dependent, and will vary from vehicle to vehicle.

Upper #2 valve body (figure 5).

Lower #1 valve body (figure 6).

Figure 6

Lower #1 Lower #1 valve bodyvalve body

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Upper #1 valve body left side (figure 7) and the right side of the valve body (figure 8).

Be careful not to overlook the B1 accumulator in figure 9.

Now that we’ve covered all the solenoids, control valves and checkballs in the valve body, use the appropriate charts to identify the bolts and install them in the right locations (figure 10), using the proper torque (figure 11).

Figure 7

Figure 8

Be careful not to Be careful not to overlook the B1 overlook the B1 accumulator in accumulator in

figure 9. figure 9.



Valve Body Bolt Length and PositionValve Body Bolt Length and PositionA: 20mm Qty 1 B: 25mm Qty 10 C: 32mm Qty 4D: 36mm Qty 13E: 40mm Qty 7F: 45mm Qty 2

G: 50mm Qty 5H: 60mm Qty 1J: 64mm Qty 7K: 76mm Qty 1

Figure 9

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Torque SpecificationsTorque SpecificationsValve body-to-case bolts ................................ 11 Nm (8 ft-lbs)Upper valve body-to-lower valve body ......6.4 Nm (57 in-lbs)Solenoid bolts .............................................6.4 Nm (57 in-lbs)Solenoid bolts ................................................ 10 Nm (7 ft-lbs)Oil filter bolts ................................................. 10 Nm (7 ft-lbs)

Figure 10

Figure 10

When you have the right information, reassembling the valve body is a snap. And that’s why having the right information isn’t just smart… it’s street smart!


C M Y CM MY CY CMY K


Have you ever thought about this question? After having been asked this question, I

started looking at various material safe-ty data sheets (MSDS’s), and then con-tacted State Fund’s Industrial Hygiene Department for more information. I was specifically interested in infor-mation regarding getting transmission fluid on the skin and the possible reac-tions it might cause. The data sheets’ summary explanations ranged from no predicted skin reaction to some skin reaction. None of my sources provided a simple answer.

Transmission fluid is primarily a petroleum distillate. A complicating factor in predicting skin reactions is the constant development of new additives to the transmission fluid which could cause problems, but whose properties are proprietary or trade secret pro-tected. General categories of employee exposure, which may cause concern, are skin or eye contact, inhalation, and ingestion of the fluid.

One data sheet stated, “in case of skin contact, remove any contaminated clothing and wash skin with soap and water. Launder or dry clean clothing before reuse. If the product is injected into or under the skin, or into any part of the body, regardless of the appear-ance of the wound or its size, the indi-

vidual should be evaluated immediately by a physician as a surgical emergency. Even though initial symptoms from high pressure injection may be minimal or absent, early surgical treatment with-in the first few hours may significantly reduce the ultimate extent of injury.”

A section entitled Variability Among Individuals, stated, “Health studies have shown that many petro-leum hydrocarbons and synthetic lubri-cants pose potential human health risks which may vary from person to person. As a precaution, exposure to liquids, vapors, mists or fumes should be mini-mized.” Another MSDS indicated that their product may be a “possible dermal allergen” and used terms like “pro-longed or repeated contact.” None of this provided me with answers.

Safety data sheets are produced by the product manufacturer. They evalu-ate the product in a controlled environ-ment. Transmission fluid in your shop, as it’s coming out of a vehicle, does not come out the same form as it went in. It comes out used. Put simply, once transmission fluid is poured out of the container it came in, it’s subject to being changed.

As an amateur garage mechanic, long ago I remember hearing that “used oil” was a suspected carcinogen so skin contact should always be avoided. I did

not give it a lot of thought at the time because I could not imagine how (or why) anyone would be getting used oil on them. Surprisingly, it took a while for it to occur to me that changing oil did not simply mean putting in new oil, it also involved taking old oil (and the filter) out. When done at home, it is not exactly a sterile operation. The same concern about transmission fluid expo-sure should be considered during fluid and filter changes, especially when rebuilding transmissions. Those fluids have been mixing with other unknown contaminants by cycling through the transmission with other materials which are breaking down during use. I know of no MSDS that evaluates “contami-nated” products. It’s probably impos-sible for manufacturers to predict “how contaminated” their product can get and how then to scientifically evaluate the possible effects their altered product may produce.

Another factor to consider is the individual who becomes exposed. It’s obvious that every individual is differ-ent. If you have, or know of someone else who has allergies, you may have observed varying reactions to the exact same exposure. Why then is it so dif-ficult to figure out why one employee never has a problem with transmission fluid exposure and another employee

by Dennis Gad, CSPState Compensation Insurance Fund

Are Automatic Are Automatic Transmission Fluids Transmission Fluids

38statefund.indd 3838statefund.indd 38 11/14/08 2:55:59 PM11/14/08 2:55:59 PM


suddenly develops what appears to be a hypersensitivity to the fluid overnight? The symptoms that do appear can be as individual as the employee. The range can be from no symptoms or problems to a mild skin irritation, severe itching, bumps that eventually erupt and ooze or skin that peels continually (psoriasis). Some employees, once sensitized, have reportedly been unable to return to the shop fearing another reaction from a repeat exposure.

Was the employee’s skin reaction specifically and exclusively a result of the transmission fluid exposure? The answer may never be proven. It’s prob-ably safe to say that repeated exposure to the transmission fluid could have been a factor. If you have observed, or your employees are reporting, any form of skin irritation while working with transmission fluid, it’s time for you to take action. Product substitution has shown to be an unreliable solution.

What is known and can be done goes back to basics. Your options are to provide protection or allow continued exposure. Yes, personal protective equipment (gloves, goggles, shop coats, etc.) takes time to put on and can some-times restrict complete motion or senses, but their value comes from the barrier they provide against harmful agents. It makes sense for you to prevent the exposure when and where possible. Lead a new attack on the old attitude of “I’m tough. I can handle it.” The reality is, maybe you can handle it today, but what about next month? Who loses? Both the employer and employee. Is it really worth it?

Experienced, trained employees are an investment and an asset to your company. Change the culture in your shop. Talk to your employees on a regular basis and communicate your concern for their well being and the safety require-ments you have established. Set a good example and follow your own rules. It’s OK to use gloves or protective barrier creams, whenever possible to minimize employee hand/arm exposures and use shop coats to prevent “accidentally taking a bath” in transmission fluid. Eye protection is another issue to insist upon. Minimizing transmission fluid exposure and other shop hazards just makes good sense.

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Additional Web site information *

Household Products Database web site to transmission fluid MSDSs * :

http://hpd.nlm.nih.gov/cgi-bin/household/prodtree?prodcat=Auto+products&purpose=Transmission&type=automatic+transmission+fluid

Skin reaction information * :

http://www.mayoclinic.com/health/folliculitis/DS00512

http://www.ccohs.ca/oshanswers/diseases/allergic_derm.html

http://www.ccohs.ca/oshanswers/diseases/acne.html

* This is not intended to be an exhaustive all inclusive list of sources available, nor an endorsement of any web site or product.

Was the employee’s skin reaction specifically and

exclusively a result of the transmission fluid exposure?

The answer may never be proven.

38statefund.indd 3938statefund.indd 39 11/14/08 2:56:17 PM11/14/08 2:56:17 PM


Don’t be surprised if, in the near future, you step into the cab of some medium-duty

trucks, such as an NPR, and see a shift column indicating up to six speeds. No, this isn’t some sort of clutchless

standard transmission: It’s the Aisin Seiki 6-speed automatic transmission… the same unit that ATRA’s Randall Schroeder introduced in the September, 2008 issue of GEARS.

This article will review some of

that material, provide additional infor-mation that applies to NPR trucks, and then cover additional information to keep these units rolling.

Dodge calls this transmission the AS68RC. In NPR trucks it’s called

What’s Inside the A465A465 or AS68RCAS68RC 6-Speed 6-Speed

by David Skora

Figure 1

40Dave1208.indd 4040Dave1208.indd 40 11/18/08 8:31:04 AM11/18/08 8:31:04 AM


an A465. The specifications are pretty impressive. Most units will be behind Cummins diesels when installed in DC and DM 3500 Dodge trucks or the Isuzu diesel engine in the NPR trucks.

As Randall pointed out, this unit is built for heavy-duty use. The maximum engine torque rating is 730 lb-ft. The stock Cummins 6.7L TD engine is currently rated at 565 lb-ft. The 4-cylinder Isuzu 5.19L engine is rated at 440 lb-ft.

CAUTION: Some aftermarket prod-ucts can increase the diesel engine’s out-put, which could affect the durability of the transmission.

Figure 2

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Figure 3: AT Over Temp Light



Dodge typically rates this transmis-sion/chassis combination for 26,000-lb GCVW (Gross Combined Vehicle Weight*). The NPR trucks may have a GVW rating of 12,000, 14,500 or 17,900 lbs. Check the rating tags on the chassis/frame to be sure of the rating for the vehicle you’re working on. You may also find a PTO unit attached or just a blank plate, and some units are bolted to a 4WD transfer case.

* Gross Combined Vehicle Weight means the maximum weight (load) is based on the total weight of the vehicle plus the chassis and also the weight of any trailer being towed.

Unique Control Features of AS68RC/A465

The control unit for this transmis-sion is a separate module or TCM. Dodge mounts its TCM on the steer-ing column; NPR vehicles have their TCM mounted under the right side of the dash.

There is a combination O/D and tow/haul button on Dodge trucks:

• The first time you depress it, 6th gear is cancelled and the shifts are delayed.

• The second time you depress it, 5th and 6th gears are cancelled.

• When you press the button a third time, all gears are available and the shift pattern returns to normal.

NPR vehicles only have an O/D cancel button.

This unit uses two temperature sensors: One is mounted on the lower part of the valve body. The TCM uses

What’s Inside the A465 or AS68RC 6-Speed; Part II

Gross Combined Vehicle Weight

means the maximum weight (load) is

based on the total weight of the vehicle plus the chassis and also the weight of any trailer being

towed.Figure 4: Check Trans Light

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the valve body temperature sensor to determine when lockup will be allowed, and, under very cold tem-peratures, it will also disable 5th and 6th gears.

If the valve body temperature falls below –4ºF, the TCM will only allow reverse and 3rd. When the valve body temperature is between 77º – 250ºF, all gears and lockup are allowed.

The second temperature sensor is mounted on the cooler outlet line near the bellhousing. This sensor monitors the temperature of the fluid coming out of the converter — typically the hottest fluid. If this sensor registers tempera-tures of 284ºF, the TCM applies lockup when the engine is above 1200 RPM and disables PTO operation.

Some trucks include an optional exhaust brake system. Under normal conditions the TCM doesn’t interfere with its operation. But under these con-ditions the TCM will prevent exhaust braking:

• If the transmission is down-shifting automatically.

• If the fluid temperature is too hot.

• If the gear selector is in park or neutral.

• During very low speeds.

The six forward speeds and reverse are developed using five clutches. Three clutch assemblies are located in the front of the unit and two clutch packs are mounted in the rear half. To control the five clutch packs, there are four pressure modulating solenoids and four on/off solenoids. These are all mounted on the valve body along with

eight pressure switches.To remove the valve body to air

check the clutches, clean the valve body, or replace any electrical parts, you must first disconnect all the wir-ing. If you need to remove more than one solenoid, you should mark them to make sure you get them back in their original locations. (Figures 1 & 2).

The TCM has adaptive learn and torque reduction strategies. When the vehicle is operating normally, the TCM is constantly adjusting the solenoids to maintain shift quality. With CAN communication, the TCM also informs the PCM when engagements and shifts

occur. The PCM uses this information to either reduce or increase the idle, and sometimes to reduce engine power during shifts.

Under certain conditions, such as engine performance problems or driv-ing with codes stored in either the PCM or TCM, the adaptive torque reduction strategies are disabled. For this reason, after any repairs are completed, codes cleared, etc., you must take the system through a relearn procedure.

The relearn procedure is performed through the DRB scan tool on the Dodge vehicles. On NPR vehicles, you can do it manually, without a scan tool.

The six forward speeds and reverse are developed using five clutches. Three clutch assemblies are located in the

front of the unit and two clutch packs are mounted in the rear

half.

Contact Bob Sorenson(507) 359-1197

orEmail

[email protected]



IMPORTANT: You should per-form the relearn after any major work to the transmission. Follow all steps in order. The vehicle must remain stopped and the transmission temperature has to be between 104º – 194ºF. If you skip any steps, the AT overtemp light will blink, (Figure 3), and you’ll have to turn the ignition off and start the relearn procedure over.

1. Make sure all accessories — A/C, headlights, etc. — are turned off.

2. Set the parking brake.3. Check the fluid level and

adjust if necessary.4. Make sure transmission tem-

perature is between 104º – 194ºF.

5. Start the engine.6. Move shifter from neutral to

drive 5 times.7. Connect a jumper wire

between pins 4 and 11 in the data link connector. The CHECK TRANS light should start blinking (on one second and off two seconds). (Figure 4).

8. Apply the brake pedal with your left foot.

IMPORTANT: You must keep the brake pedal applied for the rest of this procedure.

9. Verify the engine is at idle and the OD switch is pressed in (OD enabled).

10. Move the shifter from drive to manual 2, three times.

What’s Inside the A465 or AS68RC 6-Speed; Part II

The TCM has adaptive learn and torque

reduction strategies. When the vehicle is operating normally,

the TCM is constantly adjusting the

solenoids to maintain shift quality.

Figure 6: Learning Step 2





11. Make sure the CHECK TRANS light flashes on and off every 0.4 seconds.

12. Pull the OD switch out (OD disabled).

13. Verify the CHECK TRANS light blinks as shown. This is Learning step 1. (Figure 5).

14. When the CHECK TRANS light blinks fast, increase the engine speed to 1000-1500 rpm.

15. Push the OD switch in (OD enabled). Verify the CHECK TRANS light blinks slowly.

16. Wait until the CHECK TRANS light goes out. Now let the engine rpm return to idle. This is Learning step 2. (Figure 6).

17. Move the shifter to reverse.18. Pull the OD switch out (OD

disabled). Verify that the CHECK TRANS light blinks as shown. This is Learning step 3. (Figure 7).

19. When the light blinks quickly, increase the engine speed to 1000-1500 rpm.

20. Push the OD switch in (OD enabled). The CHECK TRANS light will start to blink slowly.

21. When the CHECK TRANS light starts blinking 1 second on and 2 seconds off, let the engine return to idle. Use the following light blinking pattern to verify this. This is Learning step 4. (Figure 8).

22. Place the transmission in park and release the brake.

23. Disconnect the jumper wire from the data link connector.

24. Turn the ignition off and on again. Make sure no warning lights are on.

The relearn procedure is done.Shift columns with six speeds…

they’re in your future, and that future is now. Sure, these new units seem strange… even intimidating. But so did lockup converters and overdrive trans-missions just a few years ago. The trick is to keep reading, and keep learning.




“I f you drink, don’t drive. Don’t even putt.” Dean Martin

For the past 20+ years our ind-ustry's trade show has been preceded by a golf tournament; the reasons for kicking off the Powertrain Expo with a links competition are as varied and as interesting as this years participants. Many people believe there is no better way to know your competitor, cowork-er, or friend than by playing them in 18 holes of golf. The events of the world disappear on a golf course; the primary focus is relegated to club selection, ball position, and par.

Joey Adams said, “If you break 100, watch your golf, if you break 80, watch your business.” The team of Rod Cayko, Rick Walker, Milt Frese, and Walt Laut earned the title of Most Honest Golfer; their business must be booming because their golf scores were the highest of the day. The Most Honest Team was awarded a plaque and an invitation to come back to play next year. Many participants return year after year because they enjoy the game of golf and they look forward to meet-ing people in our industry. Two such teams include Jennifer Russell, Darryl Hladky, Bonnie and Robert Brunner this

year this foursome tied with the team of Marcelo Espinosa, Walt Marshall, Tom Conroy, and James Woelfle at 2 under par. Although not enough to win the tournament, these golfers enjoy the contest and return year after year.

The goal in this Transmission Industry scramble is to save Par’s and work for Eagles; being successful on the golf course as in business requires the brilliant execution of a plan. This year, a great deal of strategy went

into team selection; Kevin Farkas and Robbie Ferguson from Alto carefully selected team mates Tracey Hicks and Gary Perron. It is rumored that Farkas had his first string team and alternates on queue in the case of an unforeseen accident. The strategy worked as this team came in second with a score of 9 under par. What did it take to win the 5th Annual Red Girdley Memorial Golf Tournament this year? It took the father- son team of Hector Gonzalez,

by Wendy RitzParker / TTK, Pace, Florida

The 5th Annual Red Girdley Memorial Golf TournamentThe 5th Annual Red Girdley Memorial Golf Tournament

The 5th Annual Red Girdley Memorial Golf Tournament

MOST HONEST GOLFERS:Joe Meyer of Parker from Hollywood, FL, Rick Walker ATRA Member from Wheat

Ridge Colorado., Milt Freeze of Hot Flush in New Hampton, Iowa, Rod Cayko ATRA Member from Coeur D Alene, Idaho & Walt Laut,

ATRA Member from Massapequa, New York.

46golf-wrap08.indd 4646golf-wrap08.indd 46 11/18/08 2:00:42 PM11/18/08 2:00:42 PM


Gonzalez Jr., Mike Avila, and Kirk Wilson, all from Slauson Transmission Parts with a score of 15 below Par to win first place. This team representing Universal Transmission and Slauson’s are alumni of previous Industry Scrambles and will be back in 2009 to defend their title. Hector Gonzales Jr. also won the longest drive contest.

Parker and ATRA work together to sponsor this golf tournament every year; Parker, General Manager, Troy Eakins says, “It is a great time for peo-ple to have an opportunity to solidify that supplier- customer relationship or to meet someone new. It’s all about developing relationships.” The partici-pants of this tournament and trade show have a vested interest in the future of the transmission aftermarket industry. Participating in the golf tournament and awards luncheon provides the perfect venue for people to get to know one and other.

Frank Pasley represented the ATRA team during the tournament with some of the sales staff from Parker assisting in the days’ events. The Closest to the Pin contest was manned by Parker Sales Representatives, Joe Meyer and Roger Archer. Gary Perron was the winner of the Closest to the Pin cash prize; Gary was the first team to approach the hole and no other player was able to best him. Gary was also the winner of one of the more than twenty door prize items sponsored by Parker

The Parker division produces the rebuild kit brands of Toledo Trans Kit and Bryco. It is the premium Toledo Trans Kit brand that has been asso-ciated with the golf tournament for nearly ten years. Roadmaster is the division’s solenoid and hardpart brand while bushings, washers, bands, and other kit components are sold under the ProSelect brand. The Parker divi-sion ships all four brands from their Northwood, Ohio and Pembroke Park, Florida locations. Seal Aftermarket Product division of Parker is honored to cosponsor the Red Girdley Memorial Golf Tournament and will continue to do its part in promoting commu-nications among industry members. . Parker wishes to thank all of the par-ticipants of this years’ 5th Annual Red

Girdley Memorial Golf Tournament and wishes to invite all golfers in our industry to join us on the links in 2009 at the Next Powertrain Expo in Las

Vegas. For more information on Parker call 800 582 2760. For more informa-tion on ATRA call 866-GO 4-ATRA.

Gary Perron, closest to the hole win-ner, ATRA Member from Campbellton, New Brunswick, Canada and Wendy Ritz of Parker / TTK, Pace, Florida.

Roger Archer and Josie Vega,SAP Sales Reps

Robert & Bonnie of Minot, ND and Jennifer Russell & Darryl Hladky from Edmonton, Alberta, Canada.

Winning Team: Hector Gonzalez, Hector Gonzalez Jr., Mike Avila & Kirk Wilson, all from Slauson Transmission Parts. They had a birdie barrage and one eagle

to finish with a score of 15 under par. Centered is Parker /TTK Rep. Jose Vega, Rialto, Ca.

46golf-wrap08.indd 4846golf-wrap08.indd 48 11/17/08 9:22:16 AM11/17/08 9:22:16 AM


There’s no doubt about it: The people who make up the auto-matic transmission repair

industry are a special lot, overflowing with more than their share of optimism and initiative. Maybe that’s why so many of them made their way to Las Vegas for the 2008 Powertrain Expo, in spite of the onslaught of negative economic forecasting that’s seemed to become a staple of the daily news pro-grams.

Whatever their motivation to attend, it was their enthusiasm and determination that turned this year’s Expo into a rousing success. Not bad for a year constantly being peppered with gloom and doom from the news media.

As this year’s Expo fades into memory, it’s only fitting that we remember some of the more notable events that shaped our programs… and will live on in our memories.

One of those memories is thanks to a fortunate accident of timing. Because, while very few settings can hope to match Las Vegas under normal circum-

stances, over Halloween the excitement ramps up to an entirely new level. When asked if whether she was in costume for a party, one young woman dressed in pirate’s garb explained it best: “It’s Halloween in Las Vegas!” What more needed to be said?

Get ’em in the DoorWhile some of the industry’s

brightest and best were driving down the fairway, many others were learn-ing about the latest data collected on consumer attitudes through the What’s Working Management Track. Those who did heard firsthand from consum-ers what they thought about our indus-

try, and learned how to turn customer preconceptions into sales.

GEARS Managing Editor Rodger Bland kicked things off with a review of what we’ve learned about our indus-try through the What’s Working surveys over the last few years, and the latest consumer focus group studies. Then ATRA CEO Dennis Madden explained in detail how to measure and evalu-ate your shop’s performance, to iden-tify problems in your procedures and improve your bottom line.

Additional speakers included Bob Cooper of Elite, The Success Tool Company; Maylan Newton of Educational Seminar Institute (ESI);

EXPO 2008: EXPO 2008: An Outstanding Gathering, An Outstanding Gathering, In Every Sense of the WordIn Every Sense of the Word

by Steve Bodofsky

49show-wrap08.indd 4949show-wrap08.indd 49 11/14/08 3:54:03 PM11/14/08 3:54:03 PM


Bob Spitz of Management Success!;Scott Johnson from Profitboost; Bob Lewis of Roadmap Market Research;and Thom Tschetter, National Marketing Director for Certified Transmissions.

Get ’em out the DoorOf course, bringing new customers

into your shop is only half the battle; once they come in, you have to be able to fix their problems. That’s what the technical track was all about. Called Get ’em out the Door, the technical track also fired up on Thursday morn-ing, and ran straight through Sunday morning, offering a wide range of pro-grams designed with one purpose: To help you fix those new customers’ cars right… the first time.

The technical track finished the week with a new certification prep course and the all-new ATRA Certification Testing. According to the latest count, ATRA issued 169 new certifications to the industry over the weekend: a terrific way to conclude a memorable Expo.

Social Networking at Its Finest

For many, Expo doesn’t really begin until Friday, at the annual kick-off luncheon, once again hosted by Raybestos Aftermarket Products. This year’s luncheon was a culinary delight, from the salad to desert.

And, as usual, the Raybestos folks went a step beyond to find some of the most unusual and entertaining acts to be found any-where in the world. This year, the per-formance opened with a Dolly Parton impersonator, who belted out some of Dolly’s biggest hits. She was followed by a Robin Williams impersonator, who kept the room hopping right up until it was time to head over to the show floor.

Both “Dolly” and “Robin” accom-panied Dennis Madden and ATRA Board President Jim Rodd to the show hall to start the trade show. This year the ribbon opening the trade show floor was cut by Rodd’s granddaughter, 11-year-old Cameron Miller.

For many people, the trade show is their entire reason for attending Expo, to see the latest equipment and parts, and to make some exceptional deals on tools, equipment, supplies and services. Neither they nor the vendors were dis-appointed: According to most venders, this year was one of the most profitable in recent memory.

The Transtar reception on Friday evening transported everyone back to the ’60s with a visit from the Fab, sing-ing the hits that some of us remember from our youth. It was a welcome

w a l k down memory lane… a walk we got to share over a drink with friends and coworkers after a long and eventful day at the seminars and trade show.

It’s Not Too Late…If you couldn’t make it to Las

Vegas this year, it's still not too late to benefit from all the great programs that were introduced there: ATRA is offering these program recordings on CD exclu-sively through the ATRA BookStore.

These CDs offer a wealth of infor-mation, and puts that information right at your fingertips. Take advantage of some of the best industry education available from the comfort of your liv-ing room, or in your car on your way to work in the morning. Call the ATRA BookStore for special pricing on the CD recordings and handouts.

And remember: It’s just 11 months until the 2009 Expo. This time we’ll be right on the fabulous Las Vegas Strip, at the Riviera Hotel and Casino. Start making your plans to attend, and we’ll look for you in Las Vegas!

49show-wrap08.indd 5049show-wrap08.indd 50 11/14/08 3:55:28 PM11/14/08 3:55:28 PM


Member Websites

The new ATRA Member Website Templates are completed! After many requests from members to improve the features available and working count-less hours with our programmers, the new templates are completed and ready to go.

The upgraded templates now fea-ture three different style templates with five different color schemes available for each template giving you many options for your shop. Plus, if you prefer a color scheme that we don’t currently offer, we will create it for you, at no additional charge, and make it available to all members as well giving many more options.

Also included in the new templates is the improved toolbox for updat-ing your website. This feature allows simple access to update all of the con-tent on your site including the images, banner image, and most importantly the text included on all the pages of your site. Now, access to change the content on the home page of your website is

a do-it-yourself option. Change your keyword target market? Target each page on your site with different key-

words and make the updates in the new toolbox 24/7.

The ATRA Member Website

ATRA NEWS

52 GEARSDecember2008

Program has been a very useful tool for ATRA members everywhere and is available exclusively to the members of ATRA. At a very affordable cost of only $10/month with a one-time set-up fee of $150.

To order your website or to see working samples of them, check out the website at: www.atraonline.com/ websites or call ATRA at (805) 604-2000.

Membership Changes

Effective January 1, 2009, the ATRA Technical Subscriber dues will be increased to $85/month. With this increase the Technical Subscribers of the association will now be permitted to use the ATRA Member logo in their advertising, as well as display the logo on their shop windows.

This new change will allow ATRA to display all of our members online in the search results of the Shop Finder. However, the ATRA Rebuilder mem-bers are still the only members that are permitted to advertise and issue the Golden Rule Warranty.

With these changes in mind, ATRA no longer will be printing the ATRA Member Directories in booklet for-mat. The changes that take place with the membership make these directories obsolete at the time we receive them back from the printer. By having this information online, you will be assured to have only accurate information of the currently active members of the association.

With the elimination of the print-ed version of the directories, the new Golden Rule Warranty procedures men-tioned in last month’s issue will not require a directory to be included when handing out a warranty.

The new logo and signage for ATRA Rebuilder members as well as the ATRA Member Logo stickers will be available for purchase through the ATRA BookStore as of the first of

the New Year.More information about all of

these new features and changes that will be going into the New Year will be included in your annual membership mailing sent in January. Notices will also be posted online.

AA Advanced Transmission & Towing1361 S 3rd AveYuma, AZ 85364-3663(928) 782-1177

Dealer Direct Transmission & Auto Repair6367 E Colonial DrOrlando, FL 32807-3686(407) 704-8911

Dorsey’s Automotive & Transmission Repair1600 S Delaware Dr

Easton, PA 18042(610) 258-3318

P & L Enterprises3310 Chelton Loop NColorado Springs, CO 80909-6423(719) 591-6500

Texas Transmission Service7676 North Freeway #400Houston, TX 77037(832) 661-4710

Transmark Transmissions911 S Gault AveFort Payne, AL 35967-5052(256) 845-9629

Wheeler’s Transmission Inc2570 Owen DrFayetteville, NC 28306(910) 678-06008

Members Directory UpdatesThesefirmshaverecentlyappliedforATRAmembership.Pleaseaddtheirnamestoyourdirectory.Ifyouknowofanyvalid

reasonthesefirmsshouldnotbemembersofATRA,pleasecontactATRAMembershipServicesat805-604-2000.

ATRA NEWS


Superior Introduces NewShift Correction Package for 4F27E/FN4A-EL/J39A

S u p e r i o r Transmission Parts is proud to announce the release of the newest addi-tion to its Shift Correction Package product line, item K4F27E for the 4F27E, FN4A-EL, and J39A transmissions.

The K4F27E kit helps to eliminate or correct all of these common prob-lems:• low line pressure• soft shifts and flairs• premature band failure due to leak-

ing accumulator pistons• code P0741 indicating excessive

slip in the TCC

This new kit consists of two newly designed accumulator pistons for the 1-2 and neutral/drive clutches. These new pistons use dual sealing rings to seal and stop pressure bypass through worn out accumulator bores. This kit also includes:• a patent-pending Accumulator

Buddy™ brush that polishes and removes surface scratches, allow-ing sealing rings to seal properly inside bores.

• a new, stronger solenoid pressure regulator valve spring, replacing the often broken stock spring.

For more information on this or any of the Shift Correction Packages, stop by the Superior Parts web site at www.superior-transmission.com.

Also From Superior...

Superior Transmission Parts is proud to announce the release of its newest patent pending product, item AB100: the Accumulator Buddy™ bore polishing brush kit.

The Accumulator Buddy™ is a set of three brushes that work in bores ranging from 1” to 2”. These new brushes remove light scratches, small burrs, and bore glazing, leaving a clean-polished bore for sealing. The brushes have long shafts, which allow you to use them while the transmission is in or out of the vehicle.

The Accumulator Buddy™ brushes fit into any type of drill in just seconds. Many tech bulletins and manuals suggest using a polishing pad to polish out scratches, which can take a lot of time and energy. The Accumulator Buddy™ brushes clean and polish those bores in seconds. Make the shift to Superior technology and save time and money with the Accumulator Buddy™ bore polishing brush kit.

For information on a wide range of Superior Transmission Products, visit their web site at www.superior-transmission.com.

Adapt-A-Case IntroducesNew Seal Installer forNew Process Transfer Cases

Adapt-A-Case is pleased to introduce a new seal installation tool

designed especially for the front out-put seal on NP246, NP261 and NP263 transfer cases. These units are com-monly used in 1999-up GM full sized trucks.

The new seal installer, Adapt-A-Case part number M-109R, easily places this expensive, two-piece seal precisely where it needs to be, every time.

The new seal installer is precision milled from stout DuPont™ Delrin® (an acetal resin). In one simple motion, this seal driver simultaneously accom-plishes three things:1. Its pilot centers the tool inside

output shaft, as the milled cavity accepts the shaft splines.

2. The outer recess drives the outer seal into case.

3. The raised surface drives the inner sleeved wiping seal onto output shaft.

For more information on the M-109R or any of the other products in the Adapt-A-Case line, stop by their web site at www.adapt-a-case.com or call them directly at 616-331-0000.

TransTec Announces New Overhaul Kit for Chrysler 45RFE 5-45RFE

As requested by our custom-ers, Corteco is pleased to announce the addition of overhaul kit number DP2476 which includes a Duraprene®

pan gasket. This kit does not include bonded pistons.

The included chart lists all kits available for this application.

TransTec® Number2350 45RFE – Overhaul kit with-

out pan gasket with pistons 99-04.

DP2350 45RFE – Overhaul kit with Duraprene® pan gasket and with pistons 99-04.

2476 45RFE – Overhaul kit with-out pan gasket and without pistons 99-04.

DP2476 45RFE – Overhaul kit with Duraprene® pan gasket and without pistons 99-04.

POWERTRAIN INDUSTRY NEWSGEARS does not endorse new products but makes this new information available to readers. If you have a new product, please email the press release information with applicable digital photo or drawing to [email protected] or send by mail to GEARS, 2400 Latigo Avenue, Oxnard, CA 93030.

Seal, for visual reference; note the two driving surfaces

M109R

53pins1208.indd 5353pins1208.indd 53 11/18/08 8:22:14 AM11/18/08 8:22:14 AM


POWER INDUSTRY NEWS

2505 5-45RFE – Overhaul kit without pan gasket with pis-tons 05-UP.

DP2505 5-45RFE – Overhaul kit with Duraprene® pan gasket and with pistons 05-UP.

2506 5-45RFE – Overhaul kit with-out pan gasket and without pistons 05-UP.

DP2506 5-45RFE – Overhaul kit with Duraprene® pan gasket and without pistons 05-UP.

TransTec® kit number DP2476 is in stock and available for immediate shipment.

Duraprene® is a registered trade-mark of Freudenberg-NOK.

For more information on this or other TransTec kits, stop by their web site at www.transtec.com.

Thom Tschetter Named Director of Marketing and Dealer Development forCertified Transmissions

Certified Transmission of Omaha, Nebraska, announced that Thom Tschetter will join the company as the Director of Marketing and Dealer Development.

Peter Fink, President of Certified Transmission stated, “Thom’s 30 years of transmission business leadership combined with his reputation as a man-agement speaker, consultant and author made him my number one choice. We’re excited that he’s agreed to join the Certified Team.”

Tschetter and Fink met in 1992 when Fink attended one of Tschetter’s ATRA management seminars. Both men recall developing an instant rapport, and they’ve maintained their friendship over the years.

As a consultant to Certified, Tschetter helped implement and update systems and procedures for establish-ing and maintaining a team culture. Fink credits much of Certified’s suc-cess not only to Thom Tschetter, but also to Bob Cooper of Elite, stating, “These two industry leaders have made a huge impact on the success of our company.”

Says Tschetter, “I couldn’t just sit by and watch while our industry spins out of control. I decided to postpone

my retirement for a few more years and do something to help. There are hard choices ahead for shop owners to position their businesses for ongoing success. I’m energized by how my role on the Certified Transmission team can help shape the future of our industry. I’m very optimistic for those shop own-ers who choose to join our Network of Success Dealership Program.”

For more information about Certified Transmission, stop by their web site, at www.certifiedtransmission.com.

Ratchet Up Business with Snap-on’s Ratchet with Dual 80® Technology

S n a p - o n ’ s ratchet with Dual 80®

Technology has not only garnered awards for being one of the best new tools on the market, but it also has become a big hit with service techni-cians.

“There’s no other product on the market like Snap-on’s ratchet with Dual 80® Technology,” said Bryan Hantke, product manager for Snap-on. “It’s great to win awards, but when your customers let you know how much they like a tool, there’s no better compliment than that. We worked closely with ser-vice technicians to design the Snap-on ratchet with Dual 80® Technology and we know we have a winner because of the great response we’ve received.”

The Snap-on Dual 80® Technology ratchet has an extremely fine-tooth gear, with 80 teeth on a surprisingly compact head: just 1-13/16” wide and 1/2 inch deep. The 80 teeth provide a smaller ratcheting arc than any other ratchet on the market. In combination with the compact head, the Snap-on ratchet with Dual 80® Technology works well in extremely tight quarters.

The ratchet pawls are very strong, transferring up to 280 lb-ft of torque, and each pawl maintains contact with seven ratchet teeth for a great feeling of control. With more pawl/gear tooth engagement, it provides smooth move-ment and transfers more torque over a larger contact area. The head is sealed to keep out contamination.

To learn more about Snap-on’s ratchet with Dual 80® Technology con-tact your local Snap-on franshisee, visit www.snapon.com, or call toll free 877-SNAPON-2 (877-762-7662).

GM Engineering TeamReceives Award for theFirst Mass-ProducedCatalytic Converter

The team of engineering, research and development professionals at General Motors, whose work produced the world’s first road-ready catalytic converter emission control system for cars and opened the age of unlead-ed gasoline, was presented with the 2008 GlobalSpec Great Moments in Engineering award on Tuesday, October 21. The award celebrates the 35th anni-versary of the creation of the break-through device and was the first public recognition for this little-known engi-neering team.

“GlobalSpec is honored to rec-ognize these engineers and scientists from General Motors and from its AC Spark Plug Division, whose seemingly everyday work ultimately resulted in significant health and economic ben-efits to hundreds of millions of people throughout the United States and around the globe,” said GlobalSpec Chairman and CEO Jeffrey Killeen. “As a team, this group conceived, designed, led the assembly, created and tested the world’s first production-ready automotive cata-lytic converter emission control system. Their pioneering work paved the way for unleaded fuels becoming viable and for improved drivability and greatly

GlobalSpec CEO Jeff Killeen presents the 4th Annual Great Moments in Engineering award to the team of General Motors engineers that

produced the world’s first road-ready catalytic converter emission control system for cars.



reduced emissions. We thank and salute them for their efforts.”

Richard Klimisch, Ph.D., General Motors’ first catalyst expert, accepted the award on behalf of the team. Also addressing attendees was Alan Taub, executive director, GM Research & Development, and Robert Stempel, past GM chairman, himself one of the hon-orees.

Corteco Americas Announces Reorganization

To provide enhanced service to customers and faster response to mar-ketplace demands, Corteco, North America has realigned its organiza-tional structure. The reorganization was announced by Bradley Norton, President of Corteco Americas, a Division of Freudenberg-NOK that offers premium brands including TransTec® transmis-sion and power steering kits and com-ponents.

“We’re on a mission to be more competitive and responsive to the ever-changing demands of our customers,” Mr. Norton said. “This reorganization provides enhanced focus on our busi-ness challenges that will enable us to better serve our customers,” he added.

Craig Stark, formerly Director, Transmission Aftermarket has been appointed Director of Sales, Marketing and Customer Service. In this new

role, Mr. Stark will be responsible for sales across all product lines offered by the company. Product line promotion and pricing will be implemented by his marketing team. Mr. Stark brings 29 years of experience in heavy-duty and automotive parts distribution and manufacturing to his new position.

Evelise Faro has been appoint-ed Director of Supply Chain, Product

Development and Warehousing. In her new position, Mrs. Faro will direct internal technical resources related to the supply chain and engineering functions. Additionally, her team will continue to aggressively pursue new product development in all areas. Mrs. Faro was most recently the Director of Power Steering. She has over 16 years of business experience including 10 years in the automotive industry at Freudenberg-NOK in various sales and marketing positions with its OE, after-market and industrial divisions.

Corinne Ross, Manager of Human Resources, has added quality manage-ment to her responsibilities. In her

expanded role, Mrs. Ross will continue to act as the “voice” of Corteco asso-ciates, while also becoming a liaison for customers. Principal responsibilities will include supplier development and ensuring that quality systems continue to be robust. Mrs. Ross is completing her MBA at the University of Findlay. Her previous experience includes four years of Quality Management prior to her eight-year Human Resource Management tenure.

About Corteco Americas

Corteco Americas, a Division of Freudenberg-NOK, provides its cus-

tomers with high-velocity supply chain management, production kitting and packaging, distribution and logistics, full-line application development and premium, high-quality products and services. Freudenberg-NOK is the American joint-venture partner-ship between Freudenberg & Co. in Germany and NOK Corp. in Japan. Together the companies make up the world’s largest producer of elastomeric seals and custom-molded products.

Tim Corcoran NamedPresident and COO of ZF Services North America

ZF Services — the strate-gic aftermarket business unit of ZF Friedrichshafen AG — has named Tim Corcoran as President and COO of ZF Services North America, the merged organization of ZF Sales & Service NA, LLC and ZF Trading North America, effective immediately.

Corcoran has been with ZF since 1989 and in his most recent posi-tion served as President, ZF Sales and Service NA, LLC. In this role he was responsible for all operations related to supporting existing ZF products operat-ing within NAFTA with service, spare parts and remanufacturing programs.

In his new position Corcoran will be responsible for all business activi-ties associated with ZF Services North America, reporting to the ZF Services Board of Directors.

Corcoran, 54, earned his bache-lor’s degree and MBA from Loyola University, Chicago, Ill., and is a resi-dent of Mount Prospect, Ill., where he served as Village Trustee from 1989 to 2008.

Formed on January 1, 2008, ZF Services North America brings together

Craig Stark - Director of Sales, Marketing and Customer Service.

Evelise Faro - Director of Product Development, Supply Chain and Warehouse.

Corinne Ross – Manager of Human Resources and Quality management.

Tim Corcoran, President and COO of ZF Services North America



POWER INDUSTRY NEWS

ZF Sales & Service NA, LLC and ZF Trading NA. The new organization offers spare parts and remanufactured components for existing ZF applica-tions, in addition to clutches (SACHS), shocks (SACHS), chassis components (Lemförder), and gas-charged lift sup-ports (Stabilus) for all makes of cars, trucks and commercial vehicles.

ZF operates an extensive manufac-turing network in North America, com-bined with global research and develop-ment capabilities, to provide advanced technology to the NAFTA region. The ZF Group North American Operations Headquarters and Technical Center is located in Northville, Mich., USA.

LKQ Corporation Acquires Goody’s Truck Parts Business

LKQ Corporation today announced the acquisition of the assets of Goody’s Truck Parts, Inc., a heavy duty truck recycled parts business. Goody’s, locat-ed in Toledo, Ohio, generated annual revenue, on a trailing twelve month basis, of approximately $10 million. The purchase price was funded using cash on hand. Although not dilutive, this business acquisition isn’t expected to contribute to 2008 diluted earnings per share.

“The acquisition of a heavy duty truck recycled parts operation in Toledo, Ohio, adds a key distribution point to LKQ’s growing network of heavy duty truck recycled parts locations,” stated Joe Holsten, President and Chief Executive Officer of LKQ.

LKQ Corporation is North America’s largest nationwide provider of alternative parts for automobiles and light-duty trucks requiring collision or mechanical repair. The company is the leading provider of recycled original equipment (OEM) automobile parts and aftermarket collision replacement parts.

The company also distributes refur-bished OEM parts such as wheels, bum-per covers and lights used to repair cars and light-duty trucks. LKQ operates approximately 300 facilities offering its customers a broad range of replacement systems, components and parts to repair automobiles and light-duty trucks.

Credit Card Processing Now Integrated into ProfitBoost Software

ProfitBoost Software — the mak-ers of the PIF Pro Repair Order Writing software — announces a new credit card system that tightly integrates merchant processing into their software, from the third largest bank in the world.

With this new integration, they’ve negotiated an exceptional agreement for their customers, including the fol-lowing benefits: • Automated reconciliation includ-

ing RO# and account information are posted automatically to the gateway.

• Transaction dollar amount is pre-filled into the system, eliminating errors.

• Free hardware tied to the PC — you don’t have to share credit card terminals.

• The program will meet or beat your existing credit card process-ing fees.

• Processed securely via the internet — save on expensive dedicated phone lines.

“Ultimately this integration is about saving time, cutting costs, and reducing errors while using our repair order writing software,” said Scott Johnson, president of ProfitBoost Software.

For more information please call 1-888-274-3776 x820 to speak with a software consultant or visit their web site for more details www.ProfitBoost.com.

Navistar, Inc. Selects ETX Transmissions, Inc. to Supply Light Duty Remanufactured Transmissions

ETX Transmissions, Inc. has been selected as the exclusive supplier of light duty ReNEWed® transmissions for Navistar, Inc.

Jeff Anderson, General Manager of ETX Transmissions, stated, “We are excited about the opportunity to supply transmissions to a company such as Navistar, whose reputation and com-mitment to providing customer solu-tions is unparalleled in the industry.”

ETX Transmissions remanufac-tures light and medium duty automatic transmissions. The company has one of the industry’s broadest product offerings of both domestic and import transmissions, supported by its indus-try leading on-line catalog and techni-cal support center. ETX Transmissions’ number one priority is supplying qual-ity products with the highest level of customer service.

Navistar International Corporation is a holding company whose subsidiar-ies and affiliates produce International® brand commercial and military trucks, MaxxForce™ brand diesel engines, IC brand school and commercial buses, and Workhorse® brand chassis for motor homes and step vans. It’s a pri-vate-label designer and manufacturer of diesel engines for the pickup truck, van and SUV markets, and provides truck and diesel engine parts and service. Additional information is available at www.navistar.com.

ETX Transmissions (www.etx-transmissions.com) is a production transmission remanufacturer headquar-tered in Mundelein, IL. It’s a subsidiary of the ETX, Inc. group of compa-nies, which includes Alma Products Company (www.almaproducts.com), ATCO Products, Inc. (www.atcomail.com) and DACCO, Inc. (www.dac-coinc.com). For additional informa-tion contact Jeff Anderson, General Manager, ETX Transmissions, at (847) 932-5057.



ERIKSSON INDUSTRIES

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SHOPPER CLASSIFIED ADSGEARS Shopper advertising costs $300.00 for a one time insertion ad, (2 1/4 X 3) 2.25 X 3. Larger ads can be placed elsewhere in the magazine and are charged at comparable rates. Check or money order must accompany all orders. For information on Shopper advertising in GEARS, contact GEARS, 2400 Latigo Avenue, Oxnard, CA 93030, or call (805) 604-2000.

StandardStandardTransmissionTransmission

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Tol l Free: 800-822-2375

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1331 Rollins Road • Burlingame, CA 94010tel 650 - 348 - 3990 fax 650 - 348 - 3019 www.partsbyweller.com



NATIONAL EMPLOYMENT

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BOOKSTOREYour Source For Technical And Management Publications

To order, Email the Bookstore at [email protected] or call Shaun or Ron at 1-800-428-8489.ATRA Bookstore, 2400 Lat igo Avenue,

Oxnard, CA 93030 • www.atraonl ine.com

Marketing Without Money - Second EditionThis management book will show you cheap and easy ways to boost sales, networking tips, ways to increase sales, and many other useful tips to help your business.

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BUSINESS FOR SALE: Thriving transmis-sion repair business Southeastern New Hampshire. Located at stoplight on main thorough-fare with traffi c count of 20,000 cars/day. Real estate includes, 4000 square foot building with 5 bays. Business success-fully operated by same owner for 35 years. Selling for health reasons. Financials, & Inventory of equipment available. Steady income. Please contact Joseph Kane at jfkane@net kane.com or (603) 430- 4000.

BUSINESS FOR SALE: California – You need to take a look at this one! 40 years of excellent business transmission & general automotive service. Same great location, central California, this is not your ordinary

shop. Large building with latest equipment, owner ready to retire. Contact (209) 602-7250. ATRA Mbr

BUSINESS FOR SALE: Iowa – Transmis-sion repair shop located in a country set town in Western Iowa. This facility was built in 1999 and includes the offi ce and shop equipment, two hoists and parts. For more information contact Randy Conrad at Ouren Real Estate in Harlan, Iowa. Phone (712) 755-3300 or (712) 579-0374 or www.ouren.com. ATRA Mbr

BUSINESS FOR SALE: Santa Barbara, California – Transmission shop established 29 years, excellent reputation. Extremely

SHOPPER CLASSIFIEDGEARS classified advertising cost $95.00 for up to 50 words for a one time insertion. ATRA members are eligible to receive up to three (3) FREE classified advertisements in GEARS annually (per 9 issues). Members wishing to place ads once their three FREE ads have been placed may do so at the cost listed above. Ads exceeding the maximum word count will cost $1.50 for each additional word (not including phone number and address).

December 2008

reasonably priced, 2 bays, 3 hoists (Includ-ing motor home). Flexible lease terms. Great opportunity for owner, builder to take over turn key operation. Call Ben at (805) 962-2087. ATRA Mbr

EQUIPMENT FOR SALE: Like new top of the line Intercont Transmission Dyno with only 35 working hours. gasoline engine. Will test FWD/RWD transmissions. Has both left and right hand drive capabilities. This unit was used in a Vo-tec school so it has very low operational usage. It was traded in on a new G-TEC Computerized Dyno. If you have every wanted a tranny dyno but did not want to spend 50,000.00 for one now is your chance to pick one up for pennies on the dollar. For pricing call: Steve at (800) 725-6499 or Fax (417) 725-6400. ATRA Mbr

EQUIPMENT FOR SALE: Torque Convert-er Rebuilding Equipment – CW3 converter welder by ATI, ATI leak checker, ATI comput-er balancer, clutch bonder, teardown lathe, high speed precision lathe for internal work welder, all jigs and parts, too much to list, complete setup 100% - $46,000. Call (519) 842-0196, (519) 842-4234 ask for Attila or Greg email: [email protected]

EQUIPMENT FOR SALE: TCRS -Torque Converter Rebuilding System, includes: TCRS Auto-align welder, electronic balancer and leak tester. Also includes, lathe and in-ventory of parts. New 1999, all equipment is in good working condition -$30,000. Please call (815) 337-1081 and ask for John.

ATRA Mbr

WANTED: Looking to relocate to Flagstaff Arizona? We want to add a driveline shop to

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our business. We need the equipment and an experienced person(s) to run it. Call Al Vargas at (800) 690-4396.

HELP WANTED: Alto Products Corp., lo-cated in Atmore, AL, is searching for can-didates to join our team: Catalog Develop-ment: Must have experience in cataloging. Must have good technical knowledge of transmissions and experience working with database and graphic software. Good PC skills required. Product Development: Must be a self-starter with a technical background in automatic and standard clutch systems. Experience in heavy duty applications would be a plus. Must have good PC and commu-nication skills. VP of Sales: Candidate will contribute to the development of annual marketing plan and the strategies, tactics and resources necessary to achieve goals. Requirements include: 4 year degree in Sales or Marketing, 5 years of experience in Sales and Marketing, and previous manage-ment experience required. Industry experi-ence is preferred. To apply for any of these three positions, please email your resume to [email protected] Alto is an equal oppor-tunity/affi rmative action employer. Visit our website at www.altoUSA.com.

HELP WANTED: Do you have DRIVE (Dedication-Respect-Integrity-Vision-En-thusiasm)? Nationwide opportunities for experienced, professional rebuilders, swing and R&R Technicians and Managers. References a must. Contact (800) 377-9247,

ext. 254, Attention Human Resources. ATRA Mbr

HELP WANTED: Twin Cities Transmission in Niceville, Fl is looking for a SwingMan. Medical available! We work 5 days. Please, call Brandy at (850) 729-6629. You can also email or fax your resume to [email protected] or fax (850) 729-1529. ATRA Mbr

HELP WANTED: Grand Junction, Colorado - Need a Rebuilder and a R & R techni-cian. The heart of a beautiful recreation area, skiing, hunting, fi shing, biking, raft-ing, etc. Great school’s in a wonderful fam-ily setting. Largest, busiest high tech shop this side of the state. Area’s top wages. Benefi ts, 401K, Health Insurance, Bo-nus’. Self motivated people with desire to be successful. Five years experience and own tools. Contact Monte McCall, Monte’s Motor City Transmission, Inc. (970) 242-8726, e-mail [email protected], Fax (970) 243-4282. ATRA Mbr

HELP WANTED: Oregon – Experienced torque converter rebuilder needed for a high volume transmission remanufacturing com-pany in southern Oregon. Excellent pay and benefi ts. Location of facility is in beautiful Klamath Falls, Oregon with lots of hunting, fi shing and activities year round. Please call (800) 409-1540 or (541) 850-0203. You can also fax your resume to (541) 882-3497 or email to caryl.aap@fi reserve.net. ATRA Mbr

HELP WANTED: SuperFlow Technologies Group, www.superfl ow.com has an immedi-ate need for a Sales Executive. Sales expe-rience in capital equipment market a must. Degree in automotive fi eld or equivalent work experience preferred. Mechanically and electrically inclined, ability to read blue prints. Must be able to travel. Contact: hr@superfl ow.com, Fax: (515) 254-1656. ATRA Mbr

HELP WANTED: TransTeam Employment USA, The National Employment Headquar-ters for the transmission industry wants you! We offer a low cost internet recruiting ser-vice for our registered transmission shop owners and deliver nationwide job opportu-nities to our registered employees. Always a free service to all industry employees. Visit our web site www.transteam.com 24 hours a day, 7 days a week to see how it works or call (888) 412-TEAM (8326). We make it easy to relocate! ATRA Mbr

TRNW (Transmission Rebuilders Network Worldwide) – Get 24-hour technical assistance from a very knowledgeable group of transmission technician. Website features: Fix database, tech tips, TSB’s four e-mail forums and more! Visit: www.trnw.netor contact Tod Chretien at (209) 551-0599, [email protected]. ATRA Mbr

X

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Get your FREE Consumer Marketing Report Today! Call (866) 464-2872 or download online at www.atraonline.com/report

ADVERTISERS

Name Page Name Page

AA Midwest ................................................................ 32

www.aaeq.net

ATRA ......................................................................... 23

www.atraonline.com

BorgWarner Morse TEC ............................................ 15

www.morsetec.com

DACCO Inc. ............................................................... 31

www.daccoinc.com

Ease Diagnostics ....................................................... 43

www.riversidegarage.com

EVT Parts .................................................................... 5

www.evtparts.com

First National Merchant Solutions ............................. 39

www.fnms.com

G-TEC, Inc. ............................................................... 33

www.g-tec.com

Heffernan Group ........................................................ 42

www.heffgroup.com

Jasper Engines & Transmissions ........................ IBC, 5

www.jasperengines.com

Lubegard® By International Lubricants, Inc. ......... OBC

www.lubegard.com

Precision European Inc. ............................................ 33

www.peius.com

Precision International ............................................... 13

www.transmissionkits.com

Raybestos Powertrain ............................................... 17

www.raybestospowertrian.com

Seal Aftermarket Products-

Parker Hannifin Corporation .................................. 47

www.parker.com

Slauson Transmission Parts ...................................... 27

www.slauson.com

Sonnax Industries ................................................ IFC, 1

www.sonnax.com

SuperFlow Technologies Group ................................ 41

www.superflow.com

Teckpak-Fitzall ........................................................... 45

www.teckpak-fitzall.com

Transmission Specialties ........................................... 35

www.transmission-specialties.com

Transtar Industries, Inc. ....................................... 21, 37

www.transtarindustries.com

TransTec By CORTECO ............................................ 29

www.transtec.com

Whatever It Takes Transmission Parts, Inc. ................ 9

www.wittrans.com

FREE

REPORT

Your Business PartnerYour Business Partnerfor a Changing Industryfor a Changing Industry

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December 2008

Documents

tool kit f

high tcc

speed page

tcc lining

toyota a761e valve body

fourwheel drive

fords 6f50n

excess tcc slippage