187017453-gears-december-2013

DECEMBER 2013

FOR THE TRANSMISSION REBUILDING INDUSTRYTM

FOR THE TRANSMISSION REBUILDING INDUSTRYTM

Bigger Is Better! The New Honda 6-Speed Transmission

6T70/6T75Changing Times in 2013Another CVT; Subaru Lineartronic-CVT

CVR-1213A.indd 2 11/7/13 7:53 PM

Visit www.sonnax.com for details 800-843-2600 802-463-9722Sonnax is an Employee-Owned Company

2013 Sonnax Industries, Inc.

Nobody knows

transmissions

like Sonnax

Become a Sonnax Insider!New products, tech resources

& industry events for rebuilders.

Visit Sonnax on Facebook or sign up for e-news bulletins at www.sonnax.com.

PROBLEM SOLUTIONTool

Required Part Number

Low converter pressure/lube failure Overheating 1. Oversized Lubrication Control Valve Kit

F-95740-TL71& VB-FIX 95740-71K

Harsh lockup apply & release Excessive TCC slip, RPM & related codes

2. Oversized Converter Release Regulator Valve Kit

F-95740-TL5& VB-FIX 95740-05K

Converter overheat, low TCC release pressure Excessive TCC slip/cycling RPM

3. Oversized Bypass Clutch Control Valve Kit

F-95740-TL73& VB-FIX 95740-73K

Harsh/Erratic line pressure Broken parts 4. Pressure Regulator Sleeve 95740-29K

Delayed/No reverse Poor shift quality 5. Oversized Pressure Regulator Valve Kit

F-95740-TL69& VB-FIX 95740-69K

Gear ratio/solenoid codes, wrong gear starts Delayed engagements

6. Oversized Solenoid Pressure Regulator Valve Kit

F-95740-TL17& VB-FIX 95740-64K

Delayed/Harsh forward engagement Flare/Neutral on 5-4 downshift

7. Clutch A & E Control Set of 2 Boost Valve Kit Fits 2 Locations 95740-28K

Flare upshifts or downshift bind-ups Pressure control out-of-range codes

8. Oversized Clutch A & E Fits Either of Control Valve Kits 2 Locations

F-95740-TL66& VB-FIX

95740-66K M-Shift Only


95740-72K E-Shift Only

Harsh reverse engagement Burned D1 Brake 9. Oversized Shift Valve 3 Kit


95740-74K M-Shift Only

Burnt A, B & E clutches Various shift complaints 9. Oversized Position Valve Kit


95740-75K E-Shift Only

Firm up/downshift and/or engagement Erratic EDS solenoid control

10. Valve Body Accumulator Set of 7 Piston & Spring Kit Fits 7 Locations 95740-15K

Soft/Inconsistent shift feel 11. O-Ringed End Plug Kit 2 Large & 6 Small Plugs12. O-Ringed Internal End Plug Kit 7 Plugs95740-27K95740-30K

ZF6HP21/28/34* (Gen. 2) Sonnax Solutions!* These parts fit both M-Shift and E-Shift valve bodies unless otherwise noted.

PROBLEM SOLUTIONTool

Required Part Number

ZF6HP21/28/34 (Gen. 2) Sonnax Solutions!These parts fit both M-Shift and E-Shift valve bodies unless otherwise noted.

E-Shift, Upper Valve Body

E-Shift, Lower Valve Body

12.

9.

8.7.

5.

4.

1.

6.

10.

11.

11.

11.11.

11.NOTE: Install spring inboard.

11.

NOTE: To identify between ZF6HP19/26/32 (Gen. 1) and ZF6HP21/28/34 (Gen. 2) valve bodies, refer to ZF identification guide found online at www.sonnax.com.

Scan this code with your smartphone.

Zip Kit ZF6-GEN2-ZIP

This Sonnax kit also is available, see www.sonnax.com for details.

2.

3.

sonnax1213.indd 2 11/6/13 1:22 PM

SPECIAL INTEREST & TECHNICAL 4 FUN WITH TRANSMISSIONS: The New Honda 6-Speed Transmission: Bigger Is Better! by Bill Brayton 14 TALES FROM THE BENCH: Another CVT; Subaru Lineartronic-CVT by Jarad Warren 22 A Fresh Look at Voltage Drop Testing by Steve Bodofsky 28 6T70/6T75 Changing Times in 2013 by Steve Garrett 34 Partners Robert Truitt and Justen Beakley Earn Their ATRA Masters Certifications by Steve Bodofsky 36 Five Ways to Sabotage Your Business by Nancy Friedman 38 UP YOUR BUSINESS: New Game New Strategies by Thom Tschetter 42 Shoes Matter: Ideas for a Shoe Policy, Volume 5, Number 5 by the California State Fund 44 SHOP PROFILE: The Voice from the Back of the Room Transmission Technicians, Massapequa, NY by Steve Bodofsky 52 ATRAS 2014 Powertrain Expo Speaker Lineup

DEPARTMENTS 2 FROM THE CEO: What is Progress? by Dennis Madden 54 Powertrain Industry News 58 Shoppers and Classified 64 List of Advertisers

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 adver-tisements printed and also assume full responsibility for any claims arising there-from 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.

Publisher Dennis Madden Managing Editor Rodger Bland Technical Director Lance Wiggins Advertising Frank Pasley Senior Designer Jeanette Troub

Contributing Editors: Steve Bodofsky Thom Tschetter ATRA Technical Staff: Bill Brayton Mike Brown Steve Garrett Pete Huscher Mark Puccinelli Mike Souza Jarad Warren

Seminars & Convention Manager Vanessa Velasquez

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

TABLE OF CONTENTSFOR THE TRANSMISSION REBUILDING INDUSTRYGEARS

DECEMBER 2013

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

A Fresh Look at Voltage Drop Testing

Page 22

The New Honda 6-Speed Transmission: Bigger Is Better!

Page 4

Another CVT; SubaruLineartronic-CVT

Page 14

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

Email: [email protected]

Issue #180 Printed in U.S.A. Copyright ATRA 2013

Partners Robert Truitt and Justen Beakley Earn Their ATRA Masters Certifications

page 34

1TOC-1013.indd 2 11/7/13 7:32 PM

2 GEARS December 2013

What is Progress? by Dennis Maddenmembers.atra.com

FROMFROM THE CEOFROM THE CEO

Progress. I think thats some-thing we all strive for to one degree or another. But what does it mean and by whose definition do we apply it. Progress to one person might seem like a disaster to someone else. In simple terms I think we can characterize progress for people in the transmission-repair industry as doing what you like to do, doing it better today than you did yesterday and get-ting paid well to do it. The old adage; do what you love to do and youll never work a day in your life really fits here.

All the change the transmission-repair industry has seen over the recent years doesnt change the fact that the vast majority of rebuilders still love rebuilding. I spoke with several shop owners at the recent Powertrain Expo in Washington DC who would rather close their shop than become just an R&R facility, essentially buying and installing units. Rebuilding is what they do and they love it.

So the challenge is to find areas to expand your business while main-taining your identity as a transmission rebuilder. We discussed new business ideas at the recent member meeting,

which took place at ATRAs Powertrain Expo. One idea that met with favor was returning to the area of wholesale work. Wholesale work is nothing new. However, what is new are the needs of the general repair shops that might want your service.

In the old days general repair shops werent interested in installing units. They had plenty of work and it was easier to just send the whole car to the transmission shop. Today, they face the same challenges as many transmission shops; keeping the technicians busy. Sending a car out to a transmission shop doesnt do anything to help with that. So the answer for them was to buy a unit and install it themselves; which is where we are today.

So, wholesale work today means selling units, not working on the car. Is this a viable approach for busi-ness expansion? Depends on who ask? For some, this risk of over-the-counter work is too great. Others see this as an opportunity to provide better service than their current transmission pro-vider. In fact, one of the management sessions at Powertrain Expo (presented by Dave Riccio) was on that very topic;

how a traditional transmission shop could compete for wholesale work and provide superior service due to being local.

Something else discussed at the meeting was the idea of ATRA admin-istering a warranty program designed specifically for use with over-the-coun-ter transmissions. The ATRA board of directors has embraced this idea and is working on just such a warranty.

This has spawned other thoughts for point of sale and technical literature; all designed to help ATRA members wanting to expand their wholesale busi-ness. And lastly, ATRA has commis-sioned a new study targeted toward general repair shop owners to find out what they really want and need when it comes to transmission repair. That way, well be better able to help ATRA members reach this market and provide the best service possible to them.

Sometimes, taking an old approach and repackaging it to meet the needs of your customers is a terrific way to bring in new customers and put some excitement back into your business. For me, thats progress.

1fm ceo1213.indd 2 11/7/13 9:19 AM

*See our website for full warranty details

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Honda has bro ught out a few new transmissions in recent years. All of these units carry on the tradition of a stick shift built inside an automatic transmission style.

Honda now has a 6-speed transaxle, and this very large unit carries on that tradition (figure 1). The new 6-speed is standard equipment on several Acura models and the 2014 Odyssey.

In this edition of Fun with Transmissions, well take a ride through this unit and check out what separates

it from its predecessors. These units, while unique, arent something to be afraid of. Parts are readily available for them, and, when done correctly, they can be very profitable.

The first and most obvious dif-ference from past units is the solenoid body (figure 2). This body houses seven solenoids: four permanently mounted PWM solenoids and three replaceable on/off solenoids. There are also three pressure switches on the solenoid body. These green-colored switches close

when pressure rises to 36 PSI and open back up when pressure drops to 31 PSI. Theyre used as an input to the com-puter to control shift timing.

The PWM solenoids are clutch pressure control (CPC) solenoids A, B, C and D. These solenoids control shift and lockup feel. This unit doesnt have CPC valves of any kind. Clutch apply and release oil flow through the clutch pressure control solenoids directly to the clutches, much like a 41TE.

by Bill Braytonmembers.atra.com

FUN WITH TRANSMISSIONS

by Bill Braytonby Bill Braytonmembers.atra.com

T h e N e w H o n d a 6-Speed Transmission:Bigger Is Better!

Figure 1

4bill1213.indd 4 11/6/13 2:49 PM

GEARS December 2013 5

The on/off solenoids are shift sole-noid A, shift solenoid B and the line pressure solenoid A.

This is the first Honda transmis-sion ever to incorporate a line pressure control sole-noid of any kind. The line pressure control solenoid doesnt control the line pressure rise, but rather line pressure reduction. The line pressure solenoid turns on to reduce pressure during low engine load conditions. The purpose of lowering line pressure is to reduce friction in the unit and increase fuel mileage.

In addition to the solenoids and switches, the solenoid body has 11 short feed pipes connect-ing the solenoid body to the main control body. These tubes also have screens that face into the

solenoid body and must be clean and free of all debris for proper transmis-sion operation. The end with the O-ring closest to the end of the tube faces out.

Failure to install the tubes correctly could lead to an improper seal in the bores (figure 3).

Figure 2

Figure 3

4bill1213.indd 5 11/6/13 2:49 PM



Rebuild TechniquesAfter removing the main case

from the bellhousing, the first thing to notice is the very large oil baffle (figure 4). This baffle keeps oil up on the gears where it belongs to prevent the lack-of-lube damage that has plagued other Honda units in the past.

Its extremely important to use the correct pullers to remove the bearings from the shafts. Pulling on the gear to remove the bearing will cause gear tooth damage every time (figure 5).

As Easy as 1-2-3-4Once the baffle is out of the

way and the bearings are removed you can start to remove gears and shafts. Now, if you follow the fac-tory manual for the next step, youd have to have two people and pos-sibly a third to lift the mainshaft, countershaft, secondary shaft, and the idler gear shaft out of the case at the same time. But theres a better solution:

Figure 5A Figure 5B

Figure 4

4bill1213.indd 6 11/6/13 2:50 PM

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The shafts in this unit dont have to be removed from the main case togeth-er as the factory manual instructs. Instead, you can remove the shafts in four easy steps:

Step one remove the second gear from the countershaft. Step two remove the mainshaft.Step three remove the third shaft.Step four remove the 2nd and 5th clutch drum from the second-ary shaft (figure 6).Now all thats left to

do is grab the secondary shaft and countershaft and Viola! out of the case they come, along with the idler gear shaft. All the shafts are out of the case, with no strained muscles or busted knuckles.

One Small Valve Body Note

The valve bodies are pretty standard Honda stuff, with fewer valves in the bodies. What makes the 6-speed different is that its the first Honda to have a separate sleeve for the main-shaft sealing rings to ride in. This sleeve has always been part of the pres-sure regulator valve body (figure 7).

New Style Torque Converter

In the past, Honda has used a torque converter clutch disc thats welded to the impeller and is held away from the cover by converter charge oil. The 6-speed unit is the first Honda to use a clutch drum (figure 8) much like a Mercedes converter clutch setup.

The converter is a pretty stout build. The clutch drum is part of the cover, and the piston has splines to prevent the piston from spinning in the housing (figure 9). There are two high-energy friction plates and two steel plates. There are no seals or sealing rings in the converter to seal the input shaft to the converter; instead, there are bushings in the cover to handle the Figure 7

Figure 6

The Mainshaft sealing ring bore is NOT apart of the Pressure Regulator Body

4bill1213.indd 8 11/6/13 2:50 PM

For more information and to apply visit www.raybestospowertrain.com/innovationaward

Raybestos Powertrain, in partnership with TCRA, looks to increase industry dialogue and provide a forum to share real-world, innovative ideas for the betterment of all torque converter rebuilders. In sharing these solutions, Raybestos Powertrain wants to improve the service we can provide to TCRA members, which in turn improves service to each members customer and the driving public. As part of its commitment to supply and support the torque converter rebuilding industry, Raybestos Powertrain is offering the Innovation Award, with a value of up to $10,000. Innovative ideas include; a solution to a specific or widespread technical or rebuilding problem, modifications or re-design of common rebuilding equipment or tooling, process-flow improvements, inventory control or production planning improvements that improve member profitability, innovative action that contributes to customer satisfaction or the advancement of the torque converter rebuilding industry as a whole.

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input shaft sealing duties.A note to torque converter rebuild-

ers: The aftermarket has rebuild kits available, with clutches, steels, and O-rings for these converters. Pressure plates, bearings, and other hard parts are going to have to come from good used cores until further notice.

The solenoid body is radically dif-ferent from anything Honda has done in the past with its permanently mount-ed solenoids, pressure switches, and valves. The good news is that Honda has kept them reasonably priced, so replacing the valve bodies will be fairly painless when that time comes.

The disassembly and assembly of the unit is much like its 5-speed prede-cessors; this unit just has more shafts to deal with. The removal of these shafts is as simple as 1-2-3-4. This is another case of working smarter, not harder, to save yourself from strained muscles and busted knuckles.

The Honda torque converter and torque converter slip codes have been a real issue for the industry lately. The new 6-speed torque converter, with its clutch drum design, is a stoutly built unit and should reduce the number TCC slip complaints that weve seen in the past.

All together, these designs add up to make a well-built unit. Therell be

plenty of opportunities to rebuild them, as theyll be starting to come out of warranty soon. These units will find their way into your shop in the not-so-distant future and now youll be ready for the challenge.

The new Honda 6-speed is a big unit: More shafts, more clutches, more clutch drums, more gears, more of just

about everything. Even with more of everything, this 6-speed unit is just like most Hondas youve seen before. If you pay attention to the details and some of the key features of this unit, you can rebuild them profitably. And, lets face it: When youre making money, its hard not to have fun with transmissions!

Figure 9

Figure 8

4bill1213.indd 10 11/6/13 2:50 PM

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E-mail: [email protected]

The worlds best transmission solutions delivered on time and guaranteed to work. Plus, state-of-the-part technical assistance, support and John Parmenters Tech Tip videos @ our interactive website.

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As auto manu-f a c t u r e r s strive for bet-ter gas mileage, Subaru has come up with the Lineartronic-CVT. The average Subaru AWD with this CVT gets around 24 miles per gal-lon in the city and 30 miles per gallon on the highway. The average increase in fuel mileage is around six miles per gallon over the Subaru 4AT and 5AT automatic transmissions.

The Lineartronic-CVT is found in these vehicles:

2 0 0 9 - 2 0 1 4 Outback AWD with the 2.5L motor

2 0 1 0 - 2 0 1 4 Impreza AWD with the 2.0L motor

2012-2014 Forester AWD with 2.0L or 2.5L motor

There are other Subaru models that use the CVT that arent sold in the U.S.

In this article, well examine some of the basic operation and different controls that Subaru built into this transmission. Youll learn what the dif-

ferent driving modes do, how to check the transmission and differential fluids, and the type of fluids required for it to operate smoothly. And youll discover which filters are serviceable and which arent while the units in the car.

OperationSubaru CVTs are like most others

manufacturers CVTs. Subaru uses a

typical style torque converter with a damper lockup clutch and a one-way sprag. The torque converter clutch starts to lock up at low speeds for more efficient operation. The torque converter unlocks on deceleration for smooth operation.

The converter hub splines into the driven sprocket. The driven sprocket uses a chain to drive the internal tooth

Impreza AWD with the 2.0L ferent driving modes do, how to check typical style torque converter with a

Another CVT;S U B A R ULineartronic-CVT

Figure 1

TALES FROM THE BENCH

by Jarad Warrenmembers.atra.com

by Jarad Warren

1jarad1213.indd 14 11/7/13 11:03 AM


gear pump. The ratio of the drive and driven sprocket turn the pump faster than engine RPM to increase flow rate at low engine RPM. They have a steel drive chain and a primary and secondary pulley to change the ratio to power the vehicles.

The CVT forward gear ratio in low gear is about 3.580:1; overdrive is around 0.570:1; and reverse is about 3.667:1.

Subaru controls forward and reverse gears in their CVT a little differently than most other manufacturers, because Subaru changes the rotation after the secondary pulley with a single planetary gearset. Most CVTs change the rotation before the primary pulley.

Subaru also has a differential built into the front of the transmission like most Subaru transmissions, and a transfer clutch in the rear for the All-Wheel Drive system.

So powerflow goes like this (figure 1):

Power from the engine travels through the torque converter to the primary reduction gear. From there it travels through the primary pulley to the secondary pulley, to the secondary reduction gear through the forward/reverse changeover mechanism, where its distributed to the front and rear axles by the active torque split AWD system.

The front driving power is output to the front axle through the transfer gear to the front differential. The rear driving power is output to the propeller shaft.

DrivingSubaru has built a car that offers

all wheel drive, fuel efficiency, and a sporty drive. This transmission always operates smoothly and efficiently. The shifter has park, reverse, neutral,

Power from the engine travels through the

torque converter to the primary reduction gear.

Figure 3

Figure 2

automatic, and manual positions (figure 2).

Automatic mode You feel no shift or gear change; engine load, engine RPM, and ratios are monitored and adjusted for best driving and fuel consumption. Primary and secondary pulley pressure adjusts to change the ratio in smooth increments. When youre coasting or decelerating youll feel a small amount of engine braking.

Manual mode When you move the shifter to the left into manual

mode, you take control of six different ratios, just like a 6-speed transmission. There are a paddle shift buttons on the steering wheel (figure 3); downshift is on the left and upshift on the right.

When you upshift to the next higher gear, youll see an arrow pointing up in the center of dash, above the gear youre in. When youre at a safe engine speed, the system shows you when its safe to downshift.

On the left side of dash there are controls for Vehicle Dynamic Control,

Downshift Upshift

1jarad1213.indd 15 11/7/13 11:03 AM


Hill Holder, and Electric Park Brake (figure 4). When Vehicle Dynamic Control is deactivated, it turns the ABS and traction control systems off. When you activate Hill Holder (as Subaru calls it), the Electric Park Brake applies whenever youre at a stop on a hill, to keep the car from rolling.

Checking the ATF LevelSubaru Lineartronic-CVT takes

between 12.7 and 13.2 quarts (12.0 and 12.5 liters) of Subaru CVTF, part number K0425Y0710, when dry filling the transmission.

To check the fluid level: Start the engine. Raise the transmission fluid

temperature to between about 95115F (3545C). Use a scan tool to confirm fluid temperature.

Raise the vehicle on a lift. Shift through the shifter positions

and back to park.

With the engine still running, pull the filler plug from intermediate case, drivers side rear (figure 5) with a 10mm Allen wrench.

A small amount of oil should run out of filler plug hole. If not, add the proper CVT-F type oil until it just starts to dribble out of the filler plug hole.

Reinstall the filler plug and torque it to 37 lb-ft (50 Nm).

Another CVT; Subaru Lineartronic-CVT

Figure 4

Figure 5

GEARS December 2013

Figure 6

With the engine still

running, pull the filler

plug from intermediate case, drivers

side rear (figure 5) with a 10mm Allen

wrench.

Electronic Parking BrakeHill Holder control

Vehicle Dynamics control

Transmission fill Plug

Front differential fill location

1jarad1213.indd 16 11/7/13 11:03 AM

CM

Y

CM

MY

CY

CMY

K

hnanoire3.jpg.pdf 1 8/12/13 1:41 PM

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Checking Front Differential Oil Level

Just like most Subaru transmissions, the differential is a separate fill. The front differential takes 1.3 1.5 quarts (1.251.5 liters) of GL5 75-90w gear oil. Heres how to check the fluid level:

Remove the overfill drain plug.If its full, a small amount of fluid

should dribble out of the hole (figure 6). If not

Remove the vent breather that sits above passenger side axle (figure 7)

Add the plain old synthetic gear oil until a small amount of oil dribbles out of the overfill drain plug.

Theres a drain plug for servicing the differential, but the factory manual says no service is required.

Servicing the Transmission

Subaru factory manual shows no service intervals for transmission unless driving in severe conditions; then it recommends servicing every 24,855 miles (40,000 km).

The transmission has two filters: One sits in the pan and is serviceable (figure 8); the other filter is in the intermediate case housing (figure 9) and isnt serviceable unless you remove the transmission from the vehicle.

After replacing the filter, refill the transmission to the proper level using the correct fluid. See the procedure for checking the fluid level.

The Subaru Lineartronic-CVT is going to begin showing up at your shop soon. Nows the time to get ready to service these new CVTs. In upcoming issues well examine how easy it is to diagnose and rebuild this transmission.

Spec ial thanks to Perfection Plus Transmission Parts in Portland, Oregon.


Figure 7

Figure 8

GEARS December 2013

Figure 9

Transmission drain plug

Internal filter for lube

Diff. drain plug

Diff. overfull plug

1jarad1213.indd 18 11/7/13 11:03 AM

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45

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Weve covered voltage drop testing before; in fact, vir-tually every electrical pro-gram ever created in the history of the world covers voltage drop testing to some degree.

But an in-depth analysis of the auto repair community (which mostly consisted of me asking a couple random techs about it at Expo) revealed that a lot of technicians still dont get it.

Thats bad, because a voltage drop test is one of the most valuable tests for examining control circuits, such as electric motors or, more importantly for our purposes, transmission solenoids.

So whats the problem? If the infor-mations out there, why isnt everyone getting it?

Those questions got me to take a second look at some of the explanations that have been written over the years including some that Ive written myself! and I came to the conclusion that maybe we need to approach volt-age drop testing from a new direction. So lets take a fresh look at the whys and hows of voltage drop testing.

All Voltage Tests Check Voltage Drop

Voltage drop is simply the differ-ence in voltage between two points on a circuit. So when you connect your volt-meter to the battery terminals, youre effectively checking the voltage drop between the terminals (figure 1).

Simple, huh? No magic here. Just the difference between the leads. So why all the fuss about a voltage drop test?

Because a voltage drop test can be one of your greatest tools for finding a faulty connection in the circuit.

Think of a voltage drop test like a metal detector: With a metal detector, you wave the wand across the ground. When the wand passes over a metal object, it beeps to let you know theres something there.

Same thing with a voltage drop test: But instead of nickels and quarters, youre looking for unwanted electrical resistance, such as a loose or corroded connection. You run the voltmeter lead down the circuit, checking voltage at various points along the way. When the meter displays a voltage, you know theres resistance between the last point you checked and this one.

What Is a Circuit?For a clearer understanding of why

a voltage drop test works, its important to understand a few principles of elec-trical circuits. For that, we first must define what makes up a circuit.

In electricity, a circuit is a continu-ous connection between a power source (battery) and a resistance (light bulb or solenoid). Of course a circuit can also have protection devices (fuses) and controls (switches, relays, or comput-ers), and multiple connectors, but these are optional and will vary with the spe-cific circuit or system.

The only requirements for a circuit are a power source, a resistance, and the wiring to connect them.


Because a voltage drop test can be one of your greatest tools for finding a

Figure 1: Voltage drop isnt something mysterious; in fact, when you connect your voltmeter to the battery terminals, youre actually checking the voltage drop between the terminals.

by Steve Bodofskymembers.atra.com

1steveB1213.indd 22 11/6/13 3:16 PM

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Why a VoltageDrop Test Works

Next, we need to consider three very important principles of simple circuits:

1. The voltage will be the same throughout the power side of the circuit.

2. The resistance will use all of the voltage available to it.

3. The voltage will be the same throughout the ground side of the circuit.

Read those principles again and think about what they mean. Based on those principles, if you take a voltmeter and check the voltage anywhere along the positive side of the circuit, from the positive battery terminal to the resistance, you should see the exact same voltage from one end to the other. Because the voltage will be the same throughout the power side of the circuit.

Which means that, if you find any loss of voltage, anywhere on the posi-tive side of the circuit, from the positive battery terminal to the solenoid, it has to be caused by additional resistance in the circuit such as a bad connection.

If you check the voltage after the resistance, or anywhere else along the

negative side of the circuit, the voltage should be zero. Because the resistance will use all of the voltage available to it, and the voltage will be the same throughout the ground side of the cir-cuit.

Which means that, if you find any voltage, anywhere on the negative side of the circuit, from the resistance to the negative battery terminal, it has to be caused by additional resistance in the circuit such as a bad connection.

Okay, but why do we run a voltage drop test by comparing voltage along the same side of the circuit? Positive to positive or negative to negative? Why not just check the voltage from a chas-sis ground?

Thats because system voltage can vary depending on a wide variety of conditions, such as engine RPM or the cooling fan coming on. And that variation will muck-up your voltage drop readings; remember, just a couple tenths of a volt is enough to indicate a problem.

But if you simply compare the voltage along the power or ground side of the circuit, any voltage that shows up on your meter indicates unwanted resistance.

Before You Performa Voltage Drop Test

Before actually performing a volt-age drop test, there are a couple things you need to remember:

1. A voltage drop test is only effec-tive when checking a control cir-cuit, such as a solenoid or motor. A sensor circuit generally doesnt have enough current flowing for a voltage drop test to provide valid results.

2. You must load the circuit to per-form a voltage drop test. An open circuit wont provide valid test results.

Some circuits are easy to load; others, less so. Some transmission sole-noids are normally energized at a stop; to run a voltage drop test on those circuits all you need to do is turn the key on or start the engine. For others you may have to use your scan tool to activate the solenoid circuit.

One final thing to remember is that wires generally wont spontaneously create resistance. Unless you see dam-age to the wire, such as a crimp or burnt insulation, additional resistance will usually occur at the connectors.

negative side of the circuit, the voltage

Figure 2: While checking the voltage drop on the positive side of this simple transmission circuit, we see a little more than half a volt. That indicates a bad connection in the circuit, creating additional unwanted resistance.

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And a connector can have resis-tance where the terminals meet, or on either side of the connector where the terminals are crimped to the wire. So connectors are your most likely source of unwanted resistance in a circuit.

How to Perform aVoltage Drop Test

Lets start with a check of the positive side of the circuit. Well check a transmission shift solenoid thats ground controlled and receives power from a transmission control relay (fig-ure 2):

Energize the circuit Depending on which solenoid youre testing, that may mean just turning the key on, or you may need to use your scan tool to energize the circuit.

Connect the positive lead from your voltmeter to the positive bat-tery terminal. Actually, you could connect either lead; using the positive lead simply means that, if you find resistance, itll show up as a positive voltage on your meter. If you connect the leads the other way the voltage will show up as negative.

Set your meter to read DC volts.

Use the negative lead to backprobe the power terminal at the trans-mission connector. Acceptable voltage drop is about 0.1 volts for the positive side of the circuit. If theres 0.1 volt or less, theres no reason to check further; the posi-tive side of the circuit is okay.

If you see more than 0.1 volt, start probing at various connectors along the circuit, moving back toward the power relay and the battery positive terminal. When the voltage drop returns to less than 0.1 volt, you know the excess resistance is between the last two loca-tions you checked.

For example, say you have 0.5 volts drop at the transmission connec-tor, and it continued to show up at the power relay output terminal (figure 2). Then, when you checked at the power relay input terminal, the voltage dropped back almost to zero (figure 3). Youre probably looking at a faulty power relay. Check the terminals for corrosion or being loose, but if theyre okay, replace the relay and then recheck for a voltage loss.

Now lets check the negative side of the circuit. Remember, youre still performing a voltage drop test, so youll still need the circuit energized.

Connect your negative meter lead to the solenoid control wire at the computer. Once again, this is just to provide you with a positive reading if theres any resistance in the circuit.

Set your meter to read DC volts. Probe the control wire terminal at

the transmission connector. There should be no more than 0.1 volts on your meter. If theres 0.01 volts or less at the transmission connector, theres no reason to check further; the negative circuit has no additional resistance.

If you see any more than 0.1 volts, start probing along the circuit connec-tors until the voltage drops back to 0.1 volt or less. The excess resistance is somewhere between the last two checks.

Thats all there is to performing a voltage drop test. Sounds simple, doesnt it? Thats because it is. Too many people make too much out of a voltage drop test. Its an easy test, and a valuable way to find loose or faulty connections anywhere in the circuit.


And a connector can have resis- Use the negative lead to backprobe Connect your negative meter lead

Figure 3: When we move the meter lead back before the resistance, the voltage drops almost to zero. This proves that were looking at exces-sive resistance in the power relay or its connections. Clean the connections and replace the relay and the problem should disappear.

1steveB1213.indd 26 11/6/13 3:17 PM

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6T70/6T75 Changing Times in 2013

As we conduct the seminars each year, we try to focus on product issues youll likely see in your shop and on the updates that each of the different transmissions have undergone. The logic of focusing on those areas is to help you quickly diagnose and repair common product issues that you might face, and to help you avoid issues that have already been addressed by updates and product changes.

With that said, the 6T70 and 6T75 are becoming very popular in many shops. Product changes have occurred in the 6T70/75 to address specific problems, while other changes were designed to improve its performance and longevity. Like the 6T40 family of transmissions, the 6T70 has under-gone several changes through the years. The largest and most comprehensive of these changes were introduced for the 2013 model year.

The 6T70 with RPO M7W or M7U and 6T75 transmissions with RPO codes M7V and M7X received a major con-trol system update for the 2013 model year. As with updates on other trans-mission applications, this major change wasnt implemented in all 6T70/6T75 applications. Because of parts availabil-ity, only 6T70/6T75 applications with RPO codes M7W, M7U, M7V, or M7X received the update for 2013; other units wont receive the update until 2014 production. This means that two versions of the 6T70/6T75 transmission were available in 2013: Generation 1, which doesnt include the update pack-age, and Generation 2, which does.

The most reliable way to determine

if your vehicle is equipped with a GEN 1 or a GEN 2 control system is to look at the RPO code located on the service parts ID label. The label is typically located in the glovebox, center console, or on the spare tire/jack storage area.

IMPORTANT: For the most part, GEN 1 and GEN 2 components arent interchangeable.

Generation 2 changes were made to improve shift feel and durability of the unit. Generation 2 changes include:

Wider snap ring groove for the diode one-way clutch.

1-2-3-4 clutch piston fingers are

taller. The 1-2-3-4 clutch wave and driven plates were redesigned (Figure 1).

Redesigned 3-5-R/4-5-6 clutch housing and associated parts; 4-5-6 piston seal was moved from the piston to the housing, return springs, and clutch dam. The 3-5-reverse drive and driv-en plates and wave plate were changed and the snap ring groove was repositioned by 0.25 mm.

Compensator holes were added to the turbine shaft (Figure 2).

Redesigned TEHCM: The pres-


if your vehicle is equipped with a GEN taller. The 1-2-3-4 clutch wave

Figure 1

by Steve Garrettmembers.atra.com

1garrett1213.indd 28 11/6/13 3:19 PM


sure switches were eliminated, and the TEHCM now uses clutch pulse learn technology to control shift adapt operation. In addition, the PWM solenoids were updat-ed from a variable bleed (VBS) to variable feed (VFS) design (Figure 3).

Redesigned spacer plate and gaskets; updated spacer plate includes an updated cover design.

Figure 2


Figure 3

In addition, the PWM solenoids were updated

from a variable bleed (VBS) to variable feed

(VFS) design (Figure 3).

1garrett1213.indd 29 11/6/13 3:19 PM



Three actuator feed accumulator pistons and springs were added to the valve body (Figure 4).

One checkball was added to the upper valve body.

All of these valves were updated to a new design: Pressure regulator 2-6 clutch regulator (Figure 5) Low reverse 4-5-6 clutch regu-

lator Clutch select solenoid valve 2 1234 C456 C35R clutch boost

valve Actuator feed limit valve 1234 clutch regulator valve 3-5 R clutch regulator valve

4-5-6 clutch accumulator piston springs, retainers, and isolator spring were updated.

Low/reverse snap ring, wave plate, and friction discs were changed.

2-6 clutch wave plate and friction discs were redesigned.

3-5-reverse clutch snap ring, wave plate, and driven discs were updated.

Clutch Pulse LearnThe Transmission Electro-

Hydraulic Control Module (TEHCM) used with the GEN 2 control system doesnt use pressure switches. Instead, it uses a new process, known as clutch

pulse learning, to control the shift adapt system.

According to GM, the TEHCM momentarily commands a clutch on at low pressure. It increases pressure pulse commands until it detects an interrup-tion in transmission input speed.

The first characteristic the TEHCM learns is the return spring force. After that, it uses different pulse commands to determine the volume of transmis-sion fluid required to move the clutch piston far enough to apply the clutch.

The TEHCM calculates fill time based on learned volume. It conducts CP Learn during steady conditions in 3rd, 5th, and 6th gears. Heres when the TEHCM enables CP Learn:

Three actuator feed accumulator 4-5-6 clutch accumulator piston pulse learning, to control the shift adapt

Figure 4

1garrett1213.indd 30 11/6/13 3:19 PM

STP_Christmas_ad_2013_PRINT.indd 1 11/1/2013 2:45:33 PMsuperior1213.indd 2 11/6/13 1:23 PM



4-5-6 clutch 3rd gear 1-2-3-4 clutch and 26 clutch

5th gear 3-5-R clutch 6th gear.

A rough road could cause a false reading for transmission input speed interruption, so if the TEHCM detects a rough road, it aborts CP Learn until road conditions improve.

You may notice a slight, momen-tary bump or drag when the TEHCM performs CP Learn; this will take place about every 1250 miles (2012 km). This is normal; dont try to correct it.

CP Learn frequency is normally based on the number of clutch apply cycles, but the TEHCM will initiate a CP Learn sooner if the shifts indicate improper clutch fill times.

Well as you can see, a lot has changed in the 6T70 family of trans-missions. So keep this article close at hand; it could be a lifesaver. Until next time, remember what Abraham Lincoln once said, I dont think much of a man who is not wiser today than he was yesterday.

4-5-6 clutch 3rd gearrd gearrd CP Learn frequency is normally

Figure 5

1garrett1213.indd 32 11/6/13 3:19 PM

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This article was originally writ-ten to honor Robert Truitt, lead technician and partner at TC Auto & Machine Service in Lamar, Colorado, as he became only the sec-ond person to earn ATRAs new Master Technician Certification.

But in hearing about Roberts accomplishment, his business partner and brother-in-law, Justen Beakley, decided to take the plunge. So were now pleased to announce that TC Auto & Machine Service has two ATRA Certified Master Technicians: Robert Truitt and Justen Beakley.

The stories of the two brothers-in-

law couldnt be more different: Justen was raised in the business and began working on cars back when he was sec-ond grade. Robert never really thought about getting into auto repair; its some-thing that just sort of happened.

Even the story of TC Auto is a little different than some you may be famil-iar with. It didnt start out as a transmis-sion shop: They opened as a general repair shop and slowly morphed into a transmission shop.

Today TC Auto is almost exclu-sively transmissions, and only provides general repairs to a select few custom-ers whove been loyal to them over the

years. This at a time when so many transmission shops are beginning to expand into general repairs to remain profitable.

Funny how things work out

About TC AutoTom and Carol Beakley opened TC

Auto in 1974 as a general repair shop in Golden, Colorado. Tom was an auto mechanic, so opening his own shop was the next logical step in his career. But Golden was growing a little too quickly for their comfort, and they had family in Lamar, so in 1993 they moved their home and business there, where the

Partners Robert Truitt and Justen Beakley Earn Their ATRA Masters Certifications

Justen Beakley and Robert

Truitt, TC Auto & Machine

Service in Lamar, Colorado

by Steve Bodofskymembers.atra.com

1truett1213.indd 34 11/7/13 8:43 AM


pace was more relaxed.Lamar is a small town; total popu-

lation is about 8000 people. We all live nearby; within about a half mile from the shop, explains Carol.

They began working on transmis-sions in 1994, shortly before Robert came back to work there. No one else in town was doing transmission repairs, explains Robert. So we decided to get into that end of the busi-ness.

It may have been fortunate timing; front wheel drives had been out for about 15 years, and computer controls had only recently started showing up in transmission shops. So Robert and Justen didnt have to lose any outdated business concepts.

And, since theyre the only trans-mission shop in town, they dont have a lot of competition.

Today the shop consists of just four people, three of them partners: Carol who runs the office, Robert, Justen, and technician Pedro Orosco.

The shop takes up two small build-ings, for a total of five bays, located right across the street from the light-and-power plant. And in a town of just 8000 people, everyone knows right where to go when they have a transmis-sion problem.

Meet Robert TruittWhen Robert graduated high

school, he moved to Denver to work for the Jolly Rancher factory, doing pretty much whatever they needed done. But

when he lost his job there, his in-laws called and asked him to come work in the family business. So he moved to Lamar with his wife and son, and began working at TC Auto.

Of course, nobody just decides to start fixing transmissions; a lot of education and training needs to go on before you can put up a shingle that says transmission repair. Robert got much of his training by attending ATRA seminars. And then he extended that education by studying on his own, through books and on line.

According to Robert, Earning my Masters Certification has given me a lot more confidence when Im faced with the diagnostic challenges that we deal with every day.

Robert and his wife, Rebecca, have three sons: Cody, 18; Brett, 13; and Alex, 11.

When hes not fixing cars, Robert enjoys cooking. Smoked meats Dutch ovens that sort of thing. Im an outdoor cooker! Is he good at it? My family seems to think so, he says with a chuckle.

Meet Justen BeakleyJusten grew up in the auto repair

business: His parents opened TC Auto around the same time he was born. And he can remember coming to help out at the shop after school when he was about seven years old.

During my junior year in high school, the electives I signed up for werent available, so I ended up taking

shorthand, says Justen. Within a week I knew Id never use that, so I went to the guidance counselor to switch to a different class. The only class available was autoshop; overhaul, but that was a fourth level class, and I hadnt taken the earlier classes. I told the councilor, I think Ill be all right.

The first day, the shop teacher says, mount your engine on the engine stand, so we can get them apart. I put my engine on the stand, tore it down, and had everything miced. The teacher comes by and says, Wait, you were just supposed to put the engine on the stand. We need to get everything mea-sured. And I said, I did; here are all the measurements. Meanwhile the rest of the class was trying to figure out how to mount their engines on the stands!

In his spare time, Justen has an IMCA modified race car that he works on with his 11-year-old son, Jakob. He and his wife, Diana, also have a daugh-ter, Danica, whos 6.

And while Justen is proud to have his son work with him on their race car, hed rather that Jakob choose a differ-ent way to earn his living than fixing cars.

So there you have it: Robert Truitt and Justen Beakley two ATRA Certified Master Technicians from the same shop. On behalf of the entire Association, wed like to bestow them each a sincere atta-boy! Keep up the great work!

Tom and Carol Beakley first opened TC Auto in 1974

1truett1213.indd 35 11/7/13 8:43 AM

36 GEARS December 2013Untitled-1.indd 1 10/24/2013 2:49:08 PM

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F i v e W a y s t o Sabotage Your B U S I N E S SThere are many, many ways to sabotage your business. And, chances are, your staff is doing some of these now on the phone and in person. And worse yet, youve prob-ably even heard some of this yourself (ouch!).

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Business today:

1. I Have No Idea This is normally used as an excuse

more than anything else. Its a sure sign that the employee has not been shown how to explain something to the cus-tomer. This phrase is used as something to say when the employee doesnt know what to say. When the customer hears I have no idea they immediately respond (usually silently) with, you gotta be kidding me? Interestingly enough, there normally is a certain

blank stare accompanying this state-ment. Sad.

2. Its Not My Department Well, then whose is it? Lets

remember one of our Telephone Doctor mottos: Tell the customer what you do, not what you DONT do. If you get a call and someone asks for something that you dont handle, its far more effective to say, I work in the paint department. Let me get you to someone in the area you need. This is far more

by Nancy Friedman, the Telephone

Doctor

1DrTele1213.indd 36 11/11/13 10:57 AM


CapitalCoreBusiness Made Personal!

effective than telling someone its not your department. And please dont say, YOU have the wrong department. Take full responsibility with the I statement.

3. I Wasnt Here That Day (or I was on vacation when that happened) This one really makes me laugh.

Does that excuse the company? I dont remember asking them if they were there that day. Do you really think the customer cares if you werent there when their problem happened? Honestly, they dont, so thats not even an issue to discuss. Just tackle the prob-lem head on. Apologize without telling them where you wereor werent. Remember, you ARE the company whether you were at work or on vaca-tion when the issue occurred.

4. Im NewSO? Okay, youre new. Now what?

Does being new allow you to be anything but super to the customer? When the customer hears this sabotag-ing statement, do you really think they

say, Oh, so youre new? So thats why Im getting bad service? Well, then thats okayyoure new. Now I understand. Yes, even if you are new, the customer honestly believes you should know everything about your job. Heres the Telephone Doctor answer on this one. Tell the customer, Please bear with me, Ive only been here a few weeks. That will buy you time. And a bit of sympathy. For whatever reason, hearing the short length of time you are with the company means more to the

customer than, Im new. Again, Im new is more of an excuse. Remember to state the length of time. Its a credit-ability enhancement. Im new is a creditability buster.

5. Silence on the Phone or a Blank Stare in PersonI called the doctors office the

other day and asked to change my appointment. It went down like this: Hi, this is Nancy Friedman. I have a 9 a.m. appointment with Dr. Ring and I need to move it to later in the day. Then NOTHING for about 10 15 seconds. Zip/nada/zilch. So I said, Hello? Are you there? A very irritated voice came back with, Im checking. Wouldnt it have been nice for her to tell me that? Ah, if the doctors only knew. Good luck!

Nancy Friedman, president of Telephone Doctor, is a featured speaker at association, franchise, and corpo-rate meetings. For a Demo & pack-et on Nancy, please email [email protected] Or call 314.291.1012.

1DrTele1213.indd 37 11/7/13 1:18 PM


Theres little argument that the forward pass is the most explo-sive offensive weapon in mod-ern football. Its exciting its risky its both rewarding and punitive and, most of all, the fans love it.

Contrary to common belief, Knute Rockne didnt invent the forward pass. The fact is the forward pass was first legalized by a football rules committee formed in 1905 to change the rules to make football safer.

The conservative football establishment didnt embrace the changes and felt the forward pass, in particular, sissified the game. Coaches were reluctant to include the forward pass in their game strategies.

The first pass was completed in 1906, but it was first successfully used as part of a team strategy by Glen Scobey Pop Warner, innovative coach of the Carlisle Indians, in 1907. But the forward pass was ultimately popularized by Knute Rockne at Notre Dame in 1913.

Fast forward 100 years: Today, a football game without the forward pass is unimaginable. Just as it took progressive, innovative leaders to bring the new forward pass strategy into the game of football, it will take a new breed of leadership to bring progressive, innovative, strategic thinking to our industry.

In the last issue I drew some parallels between the demise of Kodak and the challenges we face in

our industry today. Like Kodak, we face technological challenges, new competitors using new distribution and sales methods, new supply channels, and a changing market in terms of what customers want and need. Anything short of making a serious commitment to accepting and adapting to the new order of things only delays the inevitable.

The truth is, it makes more sense to

develop and implement new strategies that are based on meeting the needs and desires of customers by filling voids and tapping into new opportunities created by the changes.

Like it or not, the new generation of customers, employees, and customer-centric entrepreneurs are in charge. You have to choose between being driven in unforeseen directions or taking proactive steps to become the driver.

UP YOUR BUSINESS

by Thom Tschetterby Thom Tschetterby Thom TschetterNew Game New Strategies

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PARTS AND LABOR WARRANTY

prec euro prof112.indd 2 1/6/12 11:48 PM


Rather than spending your time, money, energy, and emotions fighting the tides of change, think about ways to harness the energy thats inherent in change, and put it to work for you.

Avoid attachment to the past and base your strategies around customers being customer-centric rather than clinging to an existing business model.

Over the past several months, the Whats Working forum has exploded with posts about the threats we face from transmission remanufacturers and distributors of reman and used units.

Lets consider some of the con-cerns and some strategic actions you can take, not only to minimize, but pos-sibly capitalize, on the situation. These ideas wont be everyones cup of tea, but theyre better alternatives than to do nothing.

Based on some of the posts, as well as conversations Ive had with a number of progressive, innovative shop owners, many shops are already taking proactive steps to implement effective strategies for recapturing the market share lost to unit suppliers and general repair shops. Theyve given me permission to share their strategies anonymously in this article.

To save space and redundancy, even though there are differences, Ill refer to remanufacturers and distribu-tors of remanufactured and used units collectively as unit suppliers. And Ill refer to remanufactured transmissions and used units simply as replacement units. Ill also refer to general repair shops as GR shops.

To begin, we started with the prem-ise that theres a better way to address the challenges inherent in replacement units than to start a war with unit sup-pliers that cant be won. It doesnt mat-ter who the unit supplier is, replacement units are now part of the landscape and a real alternative for consumers and GR shops alike.

As much as you might like to fight them, its unlikely that any shop or band of shops (under any banner you want to wave), will be able to compete head on to stop the unit suppliers from gaining market share. Some have sug-gested that ATRA should help fight the battle, but ATRA is already helping by providing management and technical training and support to make you better

and more successful. By the way, unit suppliers arent

monopolies as some of you have suggested. But they do have finan-cial power, size, and now, too much momentum to attack head on. And they do fill a space in a void that exists in the marketplace. As Dave Riccio pointed out in his presentation at this years EXPO, if there were no market void, they wouldnt have succeeded in the first place. Dave also added that we need to accept responsibility for creat-ing the very void that the unit suppliers are filling.

As I said earlier, you can choose to be driven or to be a driver. Thanks to all of you who have contributed your ideas. Many of these ideas are from the volumes of posts on the Whats Working forum.

Lets look at a couple strategies you can consider: outflanking and pig-gybacking. The beauty of these strate-gies is that you can peacefully coexist with the unit suppliers and GR shops. This coexistence can be cooperative, symbiotic, and even synergistic. These are strategies for capturing the GR shops business thats currently flowing to the unit suppliers, and recapturing some of the retail customers that now go to GR shops for replacement units.

To outflank the unit suppliers, exploit the voids and cracks that are inherent in their respective sales propo-sitions, and demonstrate to the GR shops how your shop can serve them better than the unit suppliers.

Some of best ideas are related to the personalized support you can pro-vide to the GR shops that unit suppliers dont things like diagnostic help,

custom in-shop (handcrafted) rebuilds, personalized service, loaner flushing machines when they buy a unit from your shop, after-installation assistance and rechecks, and more.

To piggyback on them, take advan-tage of the momentum and marketing that the unit suppliers have already done to get the GR shops to add trans-mission service and replacement to their service menus. This is similar to outflanking, but instead you go to the GR shops open-minded to the fact that they may choose to provide transmis-sions, and you distinguish your shop by offering to be their local supplier and even a mentor.

The key is, instead of trying to convince the GR shop not to do trans-mission work, you demonstrate to them that if they choose to do it, youll help them do it right. Make them your ally.

Demonstrate how you can help them avoid the landmines. Explain why custom rebuilding the customers unit in your shop is as good or better than a replacement unit, how you can help protect them from making diagnostic blunders, and, since youre local, how you can help them on site.

Once the spirit of cooperation is clear and youve established trust, youll not only get the GR shops over-the-counter rebuilds, youll start getting referrals and sublets again. You can also sell replacement units whenever it best fits the situation. This double-edged approach makes allies out of the GR shops and the unit supplier(s) you choose to do business with, and the on-site help is something the unit suppliers dont offer.

Traditional independent transmis-sion shops can strategically implement a systematic transition into the not-so-complicated wholesale business as a complement to their retail business. Make your shop the recognized trans-mission expert and one-stop resource for the GR shops in your area.

Here are a few things you can con-sider to differentiate your shop from the unit suppliers as well as from other competing traditional transmission shops. Negotiate preferred pricing on

replacement units with a unit sup-plier. Buy under GR pricing; resell to the GR make $$$ and a new

Traditional independent transmission shops

can strategically implement a systematic

transition into the not-so-complicated

wholesale business as a complement to their

retail business.

New Game New Strategies



client just for taking a phone call. In many areas, the unit supplier provides drop shipping and core pickup.

Develop a specialized web site that will differentiate and promote your wholesale business.

Create and distribute a monthly newsletter with technical and man-agement tips, personalized for your shop, to share with your existing and potential GR accounts. Email it, snail mail it, post it on line, or hand it out through your outside sales program.

Create a second newsletter that your GR accounts can offer their custom-ers, providing valuable information and tips to help reinforce their new transmission business model. For more ideas or resources for these newsletters, contact me directly.

Establish a consistent outside sales program to kick start, promote, and maintain your strategic plan in your market area.

Create, print, and distribute through your outside sales program

promotional materials for your wholesale accounts that promote referrals, sales of your custom, handcrafted rebuilds, sublets, and replacement units.

pull-through marketing materials for your GR client shops to help them sell your transmission prod-ucts and services to their customers.

Provide technical support to help your GR client shops with diagno-sis and post-service problems. Give them transmission installation and diagnostic tip sheets that contain contact information for your shop.

Develop creative warranty solu-tions:o Supplemental warranties that

extend beyond the limits of the ATRA Golden Rule Warranty for jobs done in your shop.

o Non-ATRA warranties, issued and backed by your shop, that provide nationwide protection for you, your customers, and the GR shops customers for your over-the-counter units.

o Become a warranty service cen-

ter for the unit suppliers get paid to do the work and build a relationship with the customer as well as a working relationship with the unit suppliers.

Just as it took progressive, innova-tive leaders to bring the forward pass to football, itll require progressive, innovative, strategic thinking to rede-fine your business model to meet the changes that our industry is facing.

As I said at the beginning, this isnt something that everyones going to embrace, but for those who do, it could be a highly productive business strat-egy. If youd like to discuss any of these ideas further, contact me by phone or email for a confidential conversation.

About the Author Thom Tschetter has served our industry

for more than three decades as a management and sales educator. He owned a chain of award-winning transmission centers in Washington State for over 25 years.

Thom is always eager to help members of our industry and continues to be active in his retirement. You can contact him by phone at (480) 773-3131 or e-mail to [email protected].

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Many warehouses, packing sheds, storage rooms, and shops have concrete floor-ing on which workers stand in one general area for the duration of their shift. Often times, workers wear their own, personally purchased boots or shoes and unless asked, it is unknown if any worker wears cushioned insoles in their footwear (see the ErgoMatters on insoles).

Although standing in a neutral pos-ture is not generally considered a high risk factor, standing all day on hard sur-faces such as concrete can cause sore feet, hips, and knees, low back pain, swelling of the legs, varicose veins, and general muscular fatigue. When stand-ing involves little movement, circula-tion decreases and overworked muscles are not allowed to rest. Not only does standing on hard surfaces cause physi-cal discomfort and fatigue, but walking around without proper foot support or cushioned insoles can be problematic.

A shoe policy sets standards which workers should consider when pur-chasing a pair of work boots or shoes. A shoe policy educates workers about choosing the best shoe for their job or about using insoles. Choosing the proper shoes or insoles improves com-fort and may result in less fatigue for those workers who are on their feet all day long.

When selecting comfortable work boots or shoes, workers should con-sider:

Boots or shoes that provide a firm grip at the heel (otherwise known as the heel counter). If the back of the shoe is too wide or too soft, the foot will not have the control and sup-port it needs for stability.

The use of some type of shock-absorbing cushioned insole (not gel material) when working or walking on metal or concrete floors.

Shoes that allow freedom to move the toes within the shoe's toe box. Pain and fatigue result if shoes are too narrow or too shallow.

Firmly secure the lace instep of the footwear to prevent excessive movement inside of the footwear, which may lead to discomfort.

The use of padding under the tongue if there is tenderness over the bones at the top of the foot.

Not wearing shoes with heels higher than 2 inches.

Footwear appropriate to the hazards and conditions at the workplace.

Because individual fit and com-fort is critical, all footwear should be tried on and walked around in before purchasing.

Footwear with support extending up to or above the ankle.

For the best fit, insoles should be brought and tested when purchasing new footwear.

Good anti-fatigue mats provide a cushioned surface over hard floors (see the ErgoMatters on anti-fatigue mats at http://www.statefundca.com/safety/ergomatters/FatigueMats.html). Foot rails or foot stools, with a maximum height of 5 inches, allow workers to elevate a foot to improve comfort and minimize pressure on the low back by putting the low back into its three natu-ral curves. The use of a foot rail or foot stool should not force workers to work with extended reaches, excessive bend-ing, or trunk twisting.

Shoes Matter: Ideas for a Shoe PolicyVolume 5, Number 5

by the California State Fund

1safety1213.indd 42 11/11/13 1:27 PM

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Our Focus Is on YouLots of companies talk about how the customer is their top priority, with warranties that sound greatuntil you try to make a claim. At Valve Body Xpress, our focus on quality and customer service is simplyunmatched, and our exclusive warranty is rock solid. Our remanufactured valve bodies are individuallytested and calibrated to ensure peak performance and backed by a LIFETIME GUARANTEE against anyand all defects. No questions asked! Imagine how confident we must be in the quality of our products tomake a promise like that.

The next time you need to purchase a remanufactured valve body, make sure you are comparing applesto apples when it comes to products, pricing, and warranties. At Valve Body Xpress, we stand behind ourwarranty, so our customers stand behind us.

Talk to a Valve Body Xpress representative today about what goes into manufacturing the valve body you need. Call (866) 2GET-VBX or visit www.vbxus.com.

VBX_focusYou_FullPage_Layout 1 4/11/13 10:15 AM Page 1

vbx 513.indd 2 5/7/13 11:21 AM


Transmission Technicians, Massapequa, NY

There are a lot of folks weve gotten to know over the years through the pages of GEARS. People you may never have met, but have become old friends nonetheless individuals whose names youve come to recognize instantly when you hear them mentioned or see them in print.

Then there are the ones whove been there all along but never called attention to themselves. Theyre the heart and soul of the industry, but they sit quietly and work in the shad-ows. Theyre our Silent Majority our voice from the back of the room the ones who keep the industry moving without ever wanting to take center stage.

The Voice from the Back of the RoomTransmission Technicians, Massapequa, NY

SHOP PROFILE by Steve Bodofskymembers.atra.com


Walter Laut, owner of Transmission Technicians

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Walter Laut, owner of Transmission Technicians in Massapequa, New York, out on Long Island, is one of those quiet guys who gets things done without any desire to get noticed. As he himself said: One of my suppliers once called me the biggest secret in

187017453-gears-december-2013

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