gears gazetaoctober november 2013

FOR THE TRANSMISSION REBUILDING INDUSTRYTM

FOR THE TRANSMISSION REBUILDING INDUSTRYTM

OCTOBER/NOVEMBER2013

The Pressure's OFF Ford’s CFT30Pump’n Iron Pressure regulation and the problems that can be traced to reduced flow

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SPECIAL INTEREST & TECHNICAL 4 KEEP THOSE TRANNYS ROLLING: The Pressure's OFF Ford’s CFT30 — by Pete Huscher

10 STREET SMART: Bound by the Bond! — by Mike Brown

14 A SHIFTING BUSINESS: Pump’n Iron, Pressure regulation and the problems that can be traced to reduced flow. — by Mark Puccinelli

20 ETE Reman, Building a New Future 24 TALES FROM THE BENCH: Don't Guess: Test! Ford's 4F27E, FN4A-EL, FNR5 — by Jarad Warren

32 The Word on the Street: Stop Clanking Around! — by Mike Souza

38 UP YOUR BUSINESS: “A Kodak Moment… It’s Not A Pretty Picture” — by Thom Tschetter

42 Getting Past Their Listening Filters — by Jim Cathcart

46 Another Expo for the Books — by Steve Bodofsky

54 SHOP PROFILE: Action Transmission Specialists: A Second Chance for Success — by Steve Bodofsky

60 ATRA Classics on the Coast Car Show 2013 — by Steve Bodofsky

DEPARTMENTS 2 FROM THE CEO: From the Back of the Class — by Dennis Madden

62 Powertrain Industry News 66 Shoppers and Classified 72 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 Online Editor Ron Brattin Technical Director Lance Wiggins Advertising Frank Pasley Senior Designer Jeanette Troub

Contributing Editors: Steve Bodofsky Jim Cathcart Thom Tschetter ATRA Technical Staff: Rolly Alvarez Kevin Pryor Bill Brayton Mike Brown Steve Garrett Pete Huscher Mark Puccinelli Mike Souza Jarad Warren

Director of Membership & IT Svc Kelly Hilmer 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

OCTOBER/NOVEMBER 2013PHONE (805) 604-2000 FAX (805) 604-2006

Action Transmission Specialists:A Second Chance for Success

Page 54

The Pressure's OFF Ford’s CFT30Page 4

Bound by the Bond!Page 10

Be sure to read our Feature Story, ETE Reman, Building a New Future,

page 20,(Paid Advertisement)

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

Email: [email protected]

Issue #179 Printed in U.S.A. Copyright ATRA 2013

Be sure to read our Feature Story,

1TOC-1013.indd 2 10/7/13 10:44 PM

2 GEARS October/November 2013

From the Back of the Class

by Dennis Maddenmembers.atra.com

FROMFROM THE CEOFROM THE CEO

The 2013 ATRA Powertrain Expo in Washington DC marked the 21st of these shows

for me, beginning way back in 1993. I’ve loved every one; some more than others.

Up until this year, I’ve always looked at these shows from the perspec-tive of a presenter, my main role being to develop a program I thought would be interesting and relevant to my audi-ence. My time at the event primarily consisted of concentrating on my mate-rial and preparing for my presentation, which meant that I often missed what some of the other presenters had to say.

This year was different: This year I was part of the audience. The fact is, by the time we finished developing the management program, there was no room for an additional speaker. So this year I ended up sitting in the back of the room, really listening to what the other speakers were saying.

It let me view the program from a different perspective. This time I wasn’t thinking about my presentation while the other speakers were on; I was able to view them as you would.

And it couldn’t have occurred dur-ing a better year. This year we inter-mixed some of our most popular man-agement presenters with world-class speakers and personal development experts Don Hutson and Jim Cathcart.

The focus of the management ses-sions was primarily customer based; building relationships, selling value (which is based on the needs of your

customer, not on what you have to sell!), building your brand, and reach-ing out to younger consumers; the Generation X and Y market. The entire series of programs was designed to help shop owners understand today’s con-sumer, improve sales, and do so with confidence.

One of the most informative ses-sions for me was from Bill Haas on Generation X and Y. He put into per-spective and made clear how these individuals (your current and future customers) think. For a baby boomer like me, it’s easy to pass off some of the idiosyncrasies of these younger gen-erations as odd or bizarre. But if you examine the world from their perspec-tive, it becomes easier to reach them as customers than to consider them a lost cause.

This experience allowed me to see the show as a student of the event, not just the host. It reminded me of how important it is to get out of the day-to-day routines that make up your business experience and expose yourself to what customers see — and feel — when they come into your shop.

It begs the question: Is there some way that you can experience what your customers go through when it comes to auto repair? Maybe not from your shop, but consider having some repair or maintenance performed at a local garage; one you aren’t familiar with. It’s a matter of constantly evaluating what makes for a good customer expe-rience.

The management programs were terrific and I especially enjoyed this year’s lineup, but it was only one part of the Powertrain Expo experience. The majority of the attendees go to the technical sessions.

Each year we try to improve our focus to provide material and programs that are complimentary and relevant. What we’ve discovered is that we don’t need a lot of programs going on concur-rently; we can design a single program that more people find valuable. And based on the feedback, the tech pro-grams were a hit.

Some shop owners are apprehen-sive about training their staff, thinking that, if they train their technicians, they might leave and take that education to their competitors. But as Don Hutson reminded us what is worse than that: “Is not training them and having them stay”

We’ve already started working on next year’s program at the Rio resort in Las Vegas. If you missed this year’s show in D.C., make it a point to mark your calendar now for October 30ththrough November 2nd.

Understanding your customers and providing value based on their needs was the message I heard loud and clear… even from the back of the class. See you next year!

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The Pressure's OFF Ford’s CFT30


Over the past year, ATRA’s Technical Department has been working feverishly to

bring you the latest information on today’s continuously variable transmis-sions (CVTs). In past issues of GEARS we’ve covered the details for Chrysler’s CVT, the JF011E; and we’ve provided you with a basic understanding of how Ford’s CVT, the CFT30, operates.

In this issue, we’ll cover pressure related problems. They’re common, and you’ll defiantly be working on this unit very soon so be prepared.

Pressure ProblemsLike many CVTs, Ford’s CFT30

operates on much higher pressures than traditional transmissions. CFT30 oper-ating pressures will usually be in the range of 220-250 PSI, but can exceed 1000 PSI at times.

The CFT30 has no external pres-sure ports; the only way to check the operating pressure is to monitor the main pressure sensor (PCA MES) and secondary pressure sensor (PCC MES) PIDS with a scan tool. If the TCM detects pressures out of range, the TCM will set one of these codes:

P0840 — main pressure sensor out of range

P0845 — secondary pressure sensor out of range

P0868 — transaxle pressure lowP0871 — secondary pressure lowP0961 — PCA out of range

Ford claims these codes can be caused by faulty pressure control sole-noids, faulty pressure sensors, a faulty Mechatronic assembly (valve body/TCM assembly); all of which are caused by either a faulty Mechatronic assem-bly, at a cost of over $1100 P&L, or an internal leak in the hydraulic system.

KEEP THOSE TRANNYS ROLLING

by Pete Huschermembers.atra.com

Figure 1: Mechatronic assembly with feed tubes

TCC Feed Tubes

Main Pressure Feed Tube

Secondary Pressure

Feed Tube

Primary Pressure Feed Tube

Clutch Supply Feed Tube

Lube Tube (connected to case)

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Ford claims the only way to correct these problems is to replace the trans-mission. But we’ve found that the most common cause for these codes is an internal leak in the hydraulic system. And there are less expensive ways to repair those leaks.

The hydraulic system for the CFT30 is pretty simple. The CFT30 uses seven feed tubes to deliver pres-sure to the various transmission com-ponents. The Mechatronic assembly itself uses seven different feed tubes to deliver pressure to the case. They are (figure 1):

• Clutch supply feed tube• Primary feed tube• Secondary feed tube• Main pressure feed tube• (2) Torque converter clutch

feed tubes• Lube TubeThe Mechatronic assembly routes

pressure through the case to the pri-mary and secondary covers, locat-ed on the rear of the transmission (figure 2).

The primary variator and forward clutch circuit uses a feed tube located in the primary cover (figure 3) to con-trol the primary variator and forward clutch operation.

The secondary variator circuit uses a feed tube located in the secondary cover (figure 4) and main case to con-trol the secondary variator operation.

All of these feed tubes use seal-ing rings to seal each of the circuits.

Figure 2: Primary and Secondary covers

Figure 3: Primary variator feed tube

Secondary Cover

Primary Cover

Primary Variator Supply Feed Tube

The good part of the story is

you can replace any of these feed tube sealing rings

without completely disassembly the

transmissions case

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Sealing ring shrinkage, deterioration, or damage can cause hydraulic cir-cuit leaks, which is becoming one of the most common causes for pressure codes to set on this unit.

The good part of the story is you can replace any of these feed tube sealing rings without completely dis-assembly the transmissions case. The question is, do you replace the $1100 Mechatronic assembly, or should you take a couple hours labor and a seal kit to repair or reseal the feed tubes, all in an effort to eliminate the pres-sure codes? Depending on the age of the vehicle and the condition of the transmission, resealing the tubes may be worth a shot.

Resealing the TubesThe first step to resealing the feed

tubes is to remove the Mechatronic assembly from the case. With the Mechatronic assembly removed, you'll be able to see the seven feed tubes located in the Mechatronic assembly and/or stuck in the case as shown in figure 1.

Remove each of the feed tubes (identifying their locations for reas-sembly later) and replace the feed tube

sealing rings. Be sure to coat the feed tubes and sealing rings with Ford CVT fluid prior to reinstalling the tubes in the case.

Install the Mechatronic assembly and transmission pan.

Next, remove the primary and sec-ondary covers located at the rear of the transmission as shown in figure 2.

Remove the primary variator feed tube from the primary cover and replace the sealing rings as shown in figure 3.

Reinstall the primary variator feed tube into the primary cover and install the primary cover onto the main case.

Next, remove the secondary varia-tor feed tube from the secondary cover and replace the sealing rings as shown in figure 4. Again, be sure to coat the sealing rings with Ford CVT fluid prior to installing the primary and secondary covers.

Once you’ve reinstalled the pri-mary and secondary covers, check the fluid level and refill as needed. Clear all codes from the computer sys-tem and road test vehicle to recheck transmission operation. If the pressure codes return, you’ll need to replace the Mechatronic assembly.

Replacing the Mechatronic assem-bly is pretty straightforward: Remove the transmission pan, then remove and replace Mechatronic assembly.

Reinstall the transmission pan, check and refill transmission as needed. Clear the codes from the computer system.

With the new Mechatronic assem-bly installed, you’ll have to reflash the vehicle with the latest update. After the reflash, test drive vehicle to make sure the transmission is operating properly.

IMPORTANT: We’ve encountered pump problems and sealing ring leaks in the forward clutch circuit. These repairs will require you to disassemble the transmission.

Well, there you have it: a quick and simple way to take care of Ford CFT30 pressure problems. With a little patience and a better understanding of the CFT30 transmission, you should have no problem keeping those CVT trannies rolling down the road.

Figure 4: Secondary variator feed tube

Secondary Variator Supply Feed Tube

4pete1013.indd 8 10/3/13 9:57 AM

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This is a problem that goes like this:

“I built this 5R55E unit two months ago and it came back bind-ing up in reverse and manual low. I’ve got it apart on the bench and don’t see anything wrong. Everything air checks good. Help!”

This is a very common problem and is usually centered around the ser-vos. This problem has been with us since the A4LD and has continued on through the 4R44E, 5R55E, and into the 5R55W, S and N models.

Hydraulic or Mechanical?Any time you’re dealing with a

bind up, your first step should always be to determine whether the problem is hydraulic or mechanical.

In most of these cases, the problem is mechanical and caused by the servo delaminating and getting stuck in the bore (Figure 1). Of course you need to make sure you check the parking pawl isn’t being engaged by some misalign-ment issue first.

Here’s a quick test to figure out

what’s causing the bind up. Put the vehicle on a lift.

• Loosen both band adjusting bolt locknuts.

• Have a person in the vehicle start the engine, hold the brakes on, and put the transmission into gear.

• Slowly release the brake pedal until the transmission binds up.

• Check to see if one of the band adjustment bolts is tight.

The tight bolt is the adjustment for the band that’s being applied and is causing the bindup. The second part of the test is to turn the engine off. If the bolt adjustment goes lose, you have a hydraulic problem. If it stays tight, look at the delaminating servo as the failure, this is usually the problem.

STREET SMART

by Mike Brownmembers.atra.com

Bound by the Bond!

Figure 1

1mikebrown1013.indd 10 10/3/13 2:30 PM

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When the servo seals become delaminated it can roll over, causing it to bind in the case. As you can see in the photo, the damaged to the piston causes it to bind in the bore, holding the band on.

If you’ve determined the problem is cause by something hydraulic then look for a problem in the valve body. Begin by examining the gaskets for damage or blowouts. This could have been caused by high line pressure, or warping in the valve body or transmis-sion case. Use a straightedge to make sure the valve body and transmission case are flat.

One last tidbit: we often see a wrong gear start diagnosed as a bind up. The most common problem is the EPC plug (figure 2). Check the EPC

plug for wear. Some technicians like to turn the EPC adjustment in to raise pressure which if overdone could cause wrong gear starts.

What happens is the 1-2 (4R55E) or 2-3 (5R55E) shift valve plug becomes loose due to wear. This allows EPC pressure to flow past the end plug and stroke the shift valve, causing wrong gear starts.

I know it sounds like a lot of work, but take the valve body com-pletely apart. Don’t just pick the valves; make sure no valves are sticking.

Anytime you’re working with an aluminum valve body, it’s very impor-tant to torque it correctly. Overtorquing the valve body bolts can pinch a valve and prevent it from moving freely.

Then, after you remove it, there won’t appear to be anything wrong.

So before you pull the transmis-sion and disassemble it for a bind on this unit, take the time to think about what can be causing the problem… or, more appropriately, what’s not causing it. Sometimes a couple simple tests can save you a lot of time and money.

And that’s not just smart… that’s street smart!

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Figure 2

EPC Plug

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The 4L80E remains a con-stant source of work in shops everywhere. This was GM’s

workhorse transmission in the 3/4- and 1-ton truck chassis for many years. But as the years and mileage accumulate on these units, we’re starting to see failure patterns that require extra attention dur-ing the repair process.

On any transmission, many com-ponents are easy to identify as good versus bad. For example, sun gears and planets are pretty simple components to evaluate. Others aren’t so easy.

An oil pump or a valve body for example. There’s a lot that can go wrong with these components that you might miss during a visual inspection.

If the pump output volume drops too low on a 4L80E, there are two prob-lems that can show up:

• Converter clutch lining failure• Overdrive planet failureLow pump volume and converter

lining failure is common with most, but not all, transmissions. The overdrive planet failure is unique to the 1997 and later circuit design of the 4L80E.

To follow the progression of these failures, you need to understand the pressure regulator system: how it regu-lates line pressure, and more impor-tantly, the side effects that can occur when line pressure regulation takes place with a weak pump.

The three stages of pressure regu-lation are (figure 1):

1. Zero output: The pressure regulator valve is closed by spring

tension. The engine is off; there’s no pump output. Line pressure is zero.

2. Converter feed: Engine running,

pressure is established from pump output. The valve opens far enough to feed the torque converter circuit.

A SHIFTING BUSINESS

Pump’n IronPressure regulation and the problems that can be traced to reduced flow.

by Mark Puccinellimembers.atra.com

by Mark Puccinelli

tension. The engine is off; there’s pressure is established from

Figure 1

1mark1013.indd 14 10/3/13 2:43 PM

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3. True regulation: Pressure exceeds the pressure regulator spring tension, so the valve opens further and exhausts excess volume to the sump.

To understand the regulation pro-cess and what goes wrong when pump output is low, it helps to look at the sys-tem backward, starting with stage 3: At the true regulation point, the pressure regulator valve returns excess volume to the sump because the pump out-put pressure has exceeded the pressure regulator spring tension value.

Let’s stop here for a moment and define a few terms:

Spring working height — The length for measuring spring tension. On this pressure regulator valve, it’s where the valve opens the line pressure port to exhaust; the point of true regulation.

Spring tension — The force the spring develops when measured at its working height, measured in pounds and ounces.

Pressure regulator valve balance area — The area of the valve that the pump pressure must act upon to move the valve against spring tension.

Exceeded spring tension value — When pump pressure is greater than the measured spring tension divided by the calculated valve balance area.

For simplicity, we’re going to dis-cuss the line pressure produced by working against the pressure regulator spring tension only. We aren’t going to factor in EPC boost pressure.

First we need to calculate the area of the valve to square inches. The pres-sure regulator valve has a diameter of 0.623”. Since we’re calculating area, we need to divide that in half to get the radius:

0.623" ÷ 2 = 0.3115"Now we enter the radius of the

valve into the formula for calculating area, πr2:

3.14 x (0.3115")2 =3.14 x 0.0970 = 0.3046 square

inchesSo the valve regulation area is

0.3046 square inches. You can also go to the GEARS website and click on the “Extras” tab, there’s some nifty tools there like the “Pressure Analyzer” to help you calculate measurements.

Go to: http://www.gearsmagazine.com/extras/Pressure.aspx

The average 4L80E pressure regu-lator spring weighs 12.00 lbs at work-ing height. A 12.00-lb spring divided by the valve area of 0.3046 square inches produces about 39.4 PSI of line pressure.

For the valve to compress to its true regulation point, the pump volume has to be high enough to produce 39.4 PSI or more. If the pump volume isn’t high enough to produce 39.4 PSI, the valve will move inward from spring tension

and stop exhausting excess volume to the sump. Depending on the pump con-dition and RPM, the valve will cycle between exhausting and not exhausting to regulate pressure to 39.4 PSI.

That’s the basics of true regulation with a good pump. Now let’s look at what happens if the pump isn’t provid-ing enough volume:

If the pump volume isn’t high enough, closing the exhaust port to the sump at the true regulation point still may not produce the 39.4 PSI the spring value demands.

Pump’n Iron

Figure 2

Figure 3

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If the valve exhaust port is closed and line pressure is still below 39.4 PSI, the valve will keep moving inward from spring tension, because the pressure on the valve balance area is below the calculated spring value. Eventually the valve will shut off flow to the converter cir-cuit.

The con-verter feed cir-cuit consumes a lot of pump vol-ume; it’s a huge load on the sys-tem. The regula-tor valve has a job to do: pro-vide 39.4 PSI of line pressure. If it has to cut off converter feed to do it, it will. When pump output is low, the valve will regulate pump pressure at the con-verter feed point to produce 39.4 PSI.

If the regulation point is now at the converter feed port, it means the oil pressure that holds the converter clutch off is going to be cut off or regulated under low RPM and high pump demand conditions.

With no or regulated converter clutch release oil, the converter clutch will drag. If the converter clutch drags, it can cause the engine to lug or stall and will eventually burn out the con-verter clutch.

If you look at the converter feed circuit further upstream, you can see that overdrive planet lube is fed directly from the converter feed. You guessed it: Under certain driving conditions, the overdrive planet will have lube oil cut off as well.

This won’t be detectable on a gauge, because the pump is delivering the 39.4 PSI the spring value demands.

It just cut off converter feed and over-drive planet lube to provide it.

You may be able to witness this with a flow meter on the cooler line. If we add the EPC boost requirements to this problem, things really go downhill.

How do you prevent it?It all starts at the pump intake. You

need to make sure you have the follow-ing items in top notch condition:

• A good filter and seal• proper oil level• Pump tolerances within spec:Ø Maximum gear face clearance

0.0020”Ø Pump gear to gear pocket

0.0008”–0.0020”• Flat pump cover• Pump halves torqued; no impact

guns!• Constant converter feed

Constant converter feed allows the system to maintain a steady source

of oil to the converter feed circuit and overdrive planet. There are several ways to provide this:

• Grind a flat on the pressure regu-lator valve (figure 2)

• Use an aftermarket pressure regu-lator valve

• Replace the coast clutch drum and stator tube bushings; this helps preserve lube oil flow to the over-drive planet

• Make sure the lube orifice pas-sages are open (figure 3 and 4)

Time and mileage can create per-formance problems with any transmis-sion component. Sometimes the part will have an unseen defect and your best efforts to restore function may fail. No matter how hard you try, sometimes the job simply requires a new part; not another used one.

Pump’n Iron

vide 39.4 PSI of line pressure. If it has to cut off

When pump output is low, the valve It just cut off converter feed and over- of oil to the converter feed circuit

Figure 4

• When you blow air in through the lube passage, it must exit at the yellow arrow from within the sator support tube.

• Always run a .086" drill through the small lube hole above the sealing ring to make sure the hole is open.

1mark1013.indd 18 10/3/13 2:43 PM

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ETE REMANBuilding a New Future

Big things are happening at ETE REMAN – 160,000

square feet of big things, to be exact.

Located less than a mile away from its current

headquarters, the latest real estate purchase by ETE

REMAN is the culmination of a family-owned

business’ years of hard work.

“This gives us the space we need to continue

growing,” explains Lawrence Loshak, Vice President

of Manufacturing. “Not only will we have more lines

operating, the extra room will allow us to be more

efficient. We’re going to be working smarter.”

ete place 1.indd 2 10/3/13 10:57 AM

(L-R) VP of Finance Deanna Akhmadeyev, Executive Vice President Mikhail Shakhnovich, President and Founder Sam Loshak, VP of Manufacturing Lawrence Loshak, and VP of Sales and Distribution Noah

Rickun stand in what will be the production floor of ETE REMAN’s new headquarters.

Once ETE REMAN moves into its new headquarters, it will

gain four new dynamometers. Each dyno machine is custom

programmed to test a different family of transmissions.

All bushings used are custom machined to spec in the

bushing department. This allows for better control over the

quality and performance of each bushing.

“We’re heavily invested in our

dynamometers – in time and

money,” says Lawrence.

“There’s a lot of time that goes

into setting up a transmission to

test it. Because of the

innovations that have come

fromfrom R&D, we’ve been able to

cut that time in half and nearly

double our productivity.

Executive Vice President Mikhail

Shakhnovich, a hydraulic and

mechanical engineer, oversees

the Research and Development

team responsible for many of

these innovations in processes

and technology. Currently, his

teamteam is developing a

computer-operated control

system that will set up

checkpoints at every step of the

remanufacturing process and

ensure consistency in product

quality.

Once construction is completed,

the former big box store will

house office, training and meeting

spaces, inventory, core

processing, and an expanded,

fully modernized manufacturing

operation.

Twenty-eightTwenty-eight transmission

assembly cells will be served by a

master computer-operated

conveyor system, allowing for the

efficient transportation of

components and finished goods.

In addition, four new

dynamometersdynamometers will be added,

bringing the number of dyno

testing stations to 14. These

stations will operate on

proprietary hardware and

software that ETE’s Research and

Development department has

builtbuilt in-house, complete with

simulation, data acquisition, and

data control for new technologies.
































quality.







operation.


















GEARS October/November 2013 21

ete place 2.indd 21 10/3/13 12:42 PM

ETE REMANBuilding a New Future

Big things are happening at ETE REMAN – 160,000

square feet of big things, to be exact.

Located less than a mile away from its current

headquarters, the latest real estate purchase by ETE

REMAN is the culmination of a family-owned

business’ years of hard work.

“This gives us the space we need to continue

growing,” explains Lawrence Loshak, Vice President

of Manufacturing. “Not only will we have more lines

operating, the extra room will allow us to be more

efficient. We’re going to be working smarter.”

A panoramic view of ETE REMAN’s new headquarters. Located at 8700 N. Servite Dr. in Milwaukee, Wisconsin, this 160,000 square foot former big box store is more than double the size of its current facility.

Some operations, including core processing, have already moved to the new location.

As his interest in the industry grew, he changed his

focus from automotive salvage to repair, forming

Engine and Transmission Exchange. Eventually,

ETE had grown to include three shops and more

than 45 lifts. To meet an increasing demand for

engines and transmissions, Sam opened a

centralized rebuilding facility that would quickly

growgrow into a full-scale powertrain remanufacturing

facility.

Today, ETE REMAN is one of the largest and most

diverse transmission remanufacturers in the nation.

Current offerings include more than 1,800 different

foreign & domestic transmissions and transfer

cases for more than 16,000 vehicle applications.

“It’s important that we keep up with new

technologies,” says Sam Loshak, President and

Founder of ETE REMAN. “If we want to continue

growing and building more transmissions, we have to

adapt. That’s what this new building is, we’re

adapting.”

NotNot bad for someone who got started in the

automotive industry by accident – car accident, that is.

In 1978, Sam’s car had an unfortunate encounter with

another vehicle. In exchange for the parts necessary to

repair his car, he worked nights and weekends at a

salvage yard. A year later, he would open his own

salvage yard, ABC Auto Parts and Service.

Sam Loshak, President and Founder of ETE REMAN ABC Auto Parts and Service, the precursor to what would eventually become ETE REMAN.


ete place 3.indd 22 10/3/13 12:49 PM
































quality.







operation.


















Over the past year, ETE REMAN’s product offerings have grown to include transfer cases, front

differentials, and 6-speed automatic transmissions.

Over the past year, ETE REMAN has expanded its

product offerings to include front differentials

and 6-speed transmissions, grown its Customer

Loyalty, Product Support, and Production teams

by 90 employees, opened warehouses in Dallas,

Texas, and Portland, Oregon, and launched its

online catalog.

ForFor Noah Rickun, Vice President of Sales and

Distribution, the creation of this customer tool

has been a labor of love. “It’s always been a goal

to have an online catalog, but, once we did it, we

wanted to make sure we did it right. A lot of

thought and effort has gone into developing our

catalog. And I guarantee there isn’t a single

automaticautomatic transmission catalog that’s as

intuitive, sexy, or fast as buyete.com.”

In the new facility, ETE REMAN will continue to

expand and refine its offerings.

But Sam’s philosophy on growth remains simple:

“You can never achieve quality by focusing on

quantity. We’ll make more transmissions, but

we’ll also make them better. Without quality, we

can never reach the quantity we wish for to grow

together with our customers.”

WrittenWritten by Aimee Brock and Jennifer Porter

of ETE REMAN

To learn more about ETE REMAN, visit

etereman.com or call 866.717.9800.


ete place 4.indd 23 10/3/13 12:55 PM


The 4F27E transmission family has been around for more than ten years, and has become a

fairly common sight in today’s shops.Ford calls this transmission the

4F27E; it comes in the Focus and Transit Connect. Mazda also has their version: Called the FN4A-EL, it comes in the Mazda 2, Mazda 3, and Mazda 5. Then you have the 5-speed FNR5 that comes in the Ford Fusion and Mazda 6.

These units have some very com-mon wear areas, which can cause some very common problems. In this article, we’ll look at how to test for that wear, using air testing, vacuum testing, and wet air testing procedures. These tests will help you identify problem areas and repair them… before they become a bigger problem.

We’ll look at the servo pin bore, pressure regulator valve, solenoid pres-sure regulator valve, converter relief valve, and the rear cover.

Servo Pin BoreWhile it’s called a 2-4 band, the

servo and band operation are critical for 2nd, 3rd, and 4th gears. Here’s why: The band is applied in 2nd and 4th gears. But on the 2-3 upshift, direct apply oil is sent to the back of the 2-4 servo.

For that shift, the 2-4 servo acts as

a 3rd gear accumulator, because it still has the 2nd gear oil applied to the front of the servo. Spring pressure combined with 3rd apply oil overcome the band apply oil and the band releases as the direct clutches come on.

On the 3-4 shift, forward clutch oil is released. That cuts off the servo release oil, so the band reapplies for 4th gear.

When the servo pin bore wears, direct clutch apply oil leaks to the sump. This can cause the direct clutch-es to fail.

Testing the servo pin bore is easy and takes very little time:

• Remove the valve body.• Locate the 2-4 band release port

(figure 1).• Apply air to the servo release dur-

ing teardown.

You shouldn’t see any signs of a leak between the servo band pin and the inside of the case. The servo shown had a large leak around the pin bore that needed to be addressed (figure 2).

Don't Guess: Test!Ford's 4F27E, FN4A-EL, FNR5

a 3rd gear accumulator, because it still rd gear accumulator, because it still rd Testing the servo pin bore is easy

Figure 1

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1jarad1013.indd 24 10/3/13 10:38 PM


There are aftermarket kits avail-able for servo pin bore wear: Check with your aftermarket suppliers for the repair.

Torque Converter Clutch Performance

A common problem is code P0741 — TCC stuck off.

Let’s talk about this code. Just a little testing before the transmis-

sion hits the bench will save time and money.

Look at the freeze frame data when the code set: usually you’ll see the torque converter clutch solenoid com-

manded on. The solenoid and valve are functioning normally, but the con-verter can’t keep the slip rate down. The two areas you should check are the TCC circuit and the converter itself.

The torque converter clutch circuit has a problem built into it: It uses two bushings in the pump stator support to separate the torque converter clutch release oil and converter apply pres-sure. Worse yet, the bushings are close

Torque Converter manded on. The solenoid and valve

Figure 3

There are aftermarket kits avail-

Torque Converter Clutch PerformanceTorque Converter Clutch PerformanceTorque Converter

P0741 — TCC stuck off.

a little testing before the transmis-sion hits the bench will save time and

Torque Converter

Figure 2

Check both stator support bushings

1jarad1013.indd 25 10/3/13 10:38 PM


together and wear quickly because they have so little support (figure 3).

To test the bushings, first you’ll need to plug the hole in the stator sup-port (figure 4).

• Slide the stator support onto the input drum.

• Pour ATF into the input shaft.• Apply low air pressure into the tip

of input shaft.There should be no oil or air leak-

ing around the shaft and bushings (Figure 5).

You can also check the stator support bushings with a vacuum test stand:

• Clean and dry the shaft and the stator support.

• Plug the hole in the stator support.

• Apply a vacuum to the tip of the input shaft.

Testing with vacuum will give you numbers to work with and lets you keep track of pass and fail results.

After you install new bushings in the stator sup-port, repeat the test to con-firm your fix.

Valve BodyLet’s test the pressure

regulator valve and con-verter relief valve in the main section of valve body (figure 6).

The pressure regulator valve is almost always worn on this transmission. Here’s an easy, quick test:

• Pour ATF into the test port.• Cover the test location.• Apply low air pressure.

If ATF and air leak into the pas-sages next to the test port (figure 7), the bore needs to be addressed.

If you like to compare test results, you can perform a simple vacuum test on the same test port. This can save you time and money, because it’ll show what valves need to be repaired and where you can save money on unneeded repairs.

together and wear quickly because they Figure 5

GEARS October/November 2013

Figure 6

Don't Guess: Test! Ford's 4F27E, FN4A-EL, FNR5

Figure 4

1jarad1013.indd 26 10/3/13 10:38 PM

Chrysler solenoid repair kits:S-70 Repair Kit A604 Solenoid Pack 1989-98S-304 Repair Kit A604 Solenoid 2000-UpS-305 Repair Kit A606 Solenoid 1993-UpD92933 4419478 92933 Wire Harness Repair Kit A604 (Input and Output Sensors) 1989-Up4854 Solenoid Repair Kit 45RFE 5-45RFE, 68RFE 2004-UpDK22954B 4617463 Solenoid Kit A518 A618 {Includes Overdrive & Lockup | Governer Pressure Sensor} 1996-99 Filter screens42740C 8680389 72713 Filter Misc. Screen Filter 4T80E Solenoid 1993-0342266B 24219045 77717 Filter Misc. Filter 4L60E Force Motor (Late)42266A 8683769 77714 Filter Misc. Filter 4L60E Shift Solenoid (Small Rectangular) (Snaps on Valve Body Plate)49565096 4431789 72712C Filter Misc. Screen Filter A604 Solenoid 1989-Up49965069 4431786 92786 Filter Misc. Screen Filter A604 Solenoid 1989-99 1989-Up49965063 4539787 Filter Misc. Screen Filter A606 Solenoid Screen Plate46065096 F2VY-7H187-A Filter Misc. Screen Filter AODE 4R70W/E 4R75W/E Solenoid Feed (In Valve Body) 1992-Up46341C E6DZ-7G308-A 96711 Filter Misc. Screen AXOD/AXODE By-Pass Solenoid 1986-Up45065074 Filter Misc. Screen Filter 4R44E 5R44E EPC Limit Filter 1995-Up45065062 E8TZ-7N113-B 56712 Filter Misc. Screen Filter A4LD TCC Solenoid46465060 E9TZ-7G308-B 36712E Filter Misc. Screen Filter E4OD/4R100 Solenoids (Fits On Separator Plate)46865101 3C3Z-7H200-AA 36111 Filter Misc. Screen Filter 5R110W Solenoid Thimble Plate 2003-Up45065063 Filter Misc. Screen Filter 5R55N Solenoid Plate 1999-0245065064 Filter Misc. Screen Filter 5R55S 5R55W Solenoid Plate 2002-Up

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Wear in the pressure regulator valve may cause unstable line pressure, hard shifts, and problems with con-verter pressure and lube.

The converter relief valve has two ports that need to be tested. When worn, this valve will affect the torque converter clutch apply and release, and may set converter slip codes.

A vacuum or wet air test at both locations will show whether this bore needs to be repaired. When testing the converter relief valve port A, you’re only checking one valve bore land; when checking location B you’re test-ing two valve bore lands at the same time. So test port B will always leak more than A; this is normal.

Upper Valve BodyIn this section of the valve body

you need to pay attention to the sole-noid pressure regulator valve. A worn solenoid pressure regulator valve will cause low line pressure and low clutch pressure. This valve commonly wears out and sticks.

The test locations (figure 8) can be vacuum or wet air tested.

There are two locations to test; at location B you’ll need to block the passage on the back of the valve body while testing. The test at location B is

measuring the wear at two valve bore lands at the same time, so test port B will always leak more than A; this is normal.

End CoverCheck the ring lands on the end

cover closely, because wear in this area is very common. Figure 9 shows a worn cover at the top ring land. Also inspect the direct drum for ring land wear. This

will cause a 2-3 flare or cause a slip in 3rd gear.

By testing these areas and identify-ing wear, you’ll be able to target the root cause of the condition, instead of simply guessing. Because testing is more effective… and more profitable… than guessing, any day!

Wear in the pressure regulator measuring the wear at two valve bore measuring the wear at two valve bore will cause a 2-3 flare or cause a slip in measuring the wear at two valve bore

Figure 8

GEARS October/November 2013

Figure 9

Don't Guess: Test! Ford's 4F27E, FN4A-EL, FNR5

Figure 7

1jarad1013.indd 28 10/3/13 10:38 PM

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At Valve Body Xpress, we do one thing—remanufacture valve bodies—and we do it better than anyone.Every single one of our premium products is individually tested and calibrated to ensure peak performance. All solenoids are either new or individually tested for integrity and efficiency, and we always include multiple industry updates as well as our own exclusive VB-Xtra updates to guaranteethe highest-quality product every time. You can always count on expert product support and customerservice when you need it.

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A Quality Partnership Makes All the DifferenceYour preferred source for transmission kits and components is now your partner for differentials.

� e Transtar team of experts o� ers solutions that go beyond the drivetrain. We can now partner with your business to deliver rear, front, 4-wheel drive and all-wheel drive di� erential rebuilding kits and components. Plus, we can get you the parts you need within one business day.

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A Quality Partnership Makes All the DifferenceYour preferred source for transmission kits and components is now your partner for differentials.

� e Transtar team of experts o� ers solutions that go beyond the drivetrain. We can now partner with your business to deliver rear, front, 4-wheel drive and all-wheel drive di� erential rebuilding kits and components. Plus, we can get you the parts you need within one business day.

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As with most manufactur-ers, updates

and interchanges become part of grow-ing up, but they also can become night-mares. In this issue of “Word on the Street” we’re dealing with a 2010 Dodge Ram 4X4 pickup equipped with a 68RFE transmission that has a “clank” noise caused by a separator plate.

The complaint is a metallic-type clank that only occurs when shifting from drive to neutral. The noise is the same in 2-wheel or 4-wheel drive, and seems to get worse as the transmission tem-perature rises.

The differential and driveshafts were fi ne; the engine and transmission mounts were all good. Engine idle was normal, with no notice-able driveability problems. No codes present for the engine or transmission.

The noise is defi nitely coming from the transmission. You can hear the clank every time you move the shifter from drive to neutral.

Removing and disassembling the transmission revealed some wear in the clutches and bushings, but nothing that should have caused the clanking noise:

no broken parts, worn splines, or exces-sive endplay problems.

A little research revealed that the customer’s complaint is “normal” by factory standards. What’s interesting about that is they’ve issued a bulletin that addresses this exact complaint: Dodge TSB #21-010-12, dated July 16, 2012, for the transmission and transfer case group.

The TSB addresses a complaint of a “clank noise” when shifting the trans-mission from drive to neutral. It applies

to 2011–12 Ram 1500, 2500, and 3500 series trucks, plus Durango, Jeep Grand Cherokee, and International trucks equipped with an RFE transmission.

The correction requires an updated valve body separator plate, part number 52120004AB. The TSB doesn’t distin-guish between the 545RFE and 68RFE; it just says RFE transmission. The 545RFE and 68RFE valve bodies are virtually the same. The main difference is the heavier accumulator springs and updated manual valve in the 68RFE.

no broken parts, worn splines, or exces-sive endplay problems.

to 2011–12 Ram 1500, 2500, and 3500 series trucks, plus Durango, Jeep Grand

Figure 1

by Mike Souzamembers.atra.com

THE WORD ON THE STREET

Stop Clanking Around!

1mikesouza1013.indd 32 10/4/13 10:27 AM

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So how does a separator plate cause a clank when shifting from drive to neutral? The 68RFE fi rst appeared in the 2006 model year. Early models, from 2006 to 2008, used both an overdrive and a multi-select solenoid to control the overdrive clutch. In 4th and 5th gears, the overdrive solenoid and multi-select solenoid feed oil to the overdrive clutch (fi g-ure 1). In 6th gear, the over-drive solenoid alone controls the oil to the overdrive clutch (fi gure 2).

In mid-2009 to 2010, the overdrive clutch solenoid was eliminated; the over-drive clutch was controlled exclusively by the multi-se-lect solenoid. This required a new style solenoid body and separator plate, for obvious reasons. You can identify the updated solenoid block by

the gray connector (fi gure 3). At the same time they removed the manual 2 and 1 de-tent hydraulic circuits and added “autos-tick mode (sport shift).”

The multi-select solenoid uses a new circuit through the manual valve to pro-vide control oil to the overdrive clutch in 4th, 5th, and 6th gears (fi gure 4).


34 GEARS October/November 2013Figure 3

Figure 2

GEARS October/November 2013 GEARS October/November 2013Figure 4


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There were also some checkball changes. Checkballs 6 and 7 were eliminated in the 2009 model year (fi gure 5). The checkball functions are explained in the chart (fi g-ure 6).

The 2006-to-2008 valve body separa-tor plate (part number 54563016AB) is shown in fi gure 7. The 2009-and-later separator plate (part number 52120004A; fi g-ure 8) identifi es the feed holes that were eliminated over checkball 6 and 7 lo-cations.

Checkball 6 was re-moved to allow the multi select solenoid to control overdrive clutch apply instead of the overdrive solenoid. This eliminated the need for the overdrive solenoid. Checkball 7 was removed to allow the 2C solenoid to control the 2C clutch apply in the manual 2 range instead of the multi select solenoid.

The slot was changed to an or-ifi ce to slow the release of the un-derdrive clutch when shifting from drive to neutral or park (part number 52120004AB; fi gure 9).

So here’s what happens: The underdrive and low/re-verse clutch are applied in drive. When the shifter goes from drive to neutral, the underdrive clutch releases so quickly that it creates a rollover effect. This causes the clank.

Simply update the separator plate to get rid of the clank when shifting from drive to neutral. But this only affects model years with the new solenoid confi guration.

There are a couple other items to look at: There may be a time when a 2009-or-later 68RFE arrives at your shop with these two checkballs missing. Never assume that they’ve deteriorated or were lost during teardown. Always place the separator plate over the valve body: If there’s only one hole over the bathtub, you can assume there shouldn’t

Figure 5solenoid to control the

CHECK BALL FUNCTION

Ball #1 Used in 2nd through 6th gear

Ball #2 Used in 5th and 6th gear

Ball #3 Used in Reverse

Ball #4 Used in 1st through 4th gear

Ball #5 Used in 2nd, 3rd, 5th and 6th gear

Ball #6 Used in 4th, 5th and 6th gear

Ball #7 Used in 2nd and 6th gearFigure 6

Figure 7




be checkball in that location.Don’t make the mistake of install-

ing checkballs 6 or 7 with the updated spacer plate on any RFE transmission. Here are some of the complaints caused when checkballs 6 or 7 were added to the valve body using the later separator plate:

• Installing the number 6 checkball

with the updated spacer plate will restrict oil to the overdrive clutch. This may set code P0871 (over-drive pressure switch rationality), and cause premature overdrive clutch failure.

• If you install the number 7 check-ball with the updated plate, it will restrict oil to the 2C clutch. This

may set code P0846 (2C pressure switch rationality) and cause pre-mature 2C clutch failure.

I hope this additional information helps prevent your shop from making a mistake while rebuilding a later model 68RFE transmission.

be checkball in that location. with the updated spacer plate will with the updated spacer plate will may set code P0846 (2C pressure with the updated spacer plate will

Figure 9Figure 8

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I n March of 2004, Eastman Kodak stock was sold for over $34.00 per share. By February of 2012 (just 8

years later), its stock value was under $0.35 per share, and as I write this arti-cle, it’s less than $0.13… yes, you’re reading that right; less than 13 cents per share! Kodak, a Blue Chip, Fortune 500, company - a household brand with its internationally recognized “Kodak Moment” motto spiraled into bank-ruptcy.

Kodak’s declaration of bankruptcy, last year closed out a glorious chapter in the history of the photography busi-ness.

Over 110 years ago, Kodak trans-

formed photography from a highly complex, alchemy-like activity, domi-nated by professional photographers and studios into a popular, even obliga-tory activity that became an integral part of people’s lives.

A loyal customer base of families funded Kodak’s meteoric rise. Moms, Dads and even children took more pic-tures than any other market segment, printed them, shared them with friends, family and associates, saved them in albums, and displayed them in offices and living rooms.

Thus, when digital technology arrived in the photography industry, Kodak

occupied a world that was largely its own creation. There was no one more absorbed in the culture of film, film cameras, film processing, and hard-copy prints than Kodak. They held the “unshakeable belief” that digital cameras presented only an alternative, but would not replace Kodak’s products and associated culture.

This belief was fundamentally flawed, and Kodak threw good money after bad in its futile effort to defeat, hold off, or coexist with the new digital competition.

Here are five reasons for Kodak’s failure.

Kodak’s declaration

of bankruptcy, last

year closed out a

glorious chapter

in the history of

the photography

business.

UP YOUR BUSINESS

“A KODAK MOMENT… IT’S NOT A PRETTY PICTURE”

by Thom Tschetter

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1. They were caught in a time warp. Kodak’s top management never fully grasped how the world around them was changing. Rather than asking their customers, they clung to their “unshakeable belief” that people would never part with hard-copy prints, and that people valued film-based photos for their high quality. In other words, they saw digital as a substandard sub-stitute for film photography. In the end, digital cameras prevailed not because they eventually offered higher quality or because customers were able to get hard prints, but because consumers no longer wanted them.

2. They believed they had a corner on distribution. Because digital cameras were viewed by the market more as easy-to-use “electronic gadgets” than fine specialty instruments, they were readily available in any store that sold electronics. Kodak was now playing on new turf. Kodak’s brand name and products came to be associated with traditional photography and higher user cost rather than digital.

3. They tried to dictate to their cus-tomers. Kodak was in uncharted terri-tory, and rather than accepting it as the new reality, it kept trying to recreate the photography universe of yester-year. A universe based around sentimental, hard-copy images, stored in albums, to memorialize family history, reunions, and vacations.

4. They sacrificed market share for profit margins. Even when the writing was on the wall, they were unwilling to let go of the lucrative gross margins

of nearly 70% associated with the film business. Instead, Kodak tried to pro-long the life of film with smaller cam-eras, digitally coded film, and hybrid technologies such as Photo CDs and KodakGallery.com, Kodak’s attempts to generate revenue from digital imag-es.

5. Kodak was a victim of a doomed strategy for recovery. Kodak did not recognize or accept its own strengths, weaknesses and limitations, and even worse, it failed to recognize the strengths, weaknesses and limita-tions of its new digital competition. Consequently, its strategy for revival never had much of a chance. Kodak’s new strategy was based on the assump-tion that consumers of the future will snap pictures on Kodak’s cameras, save them on its memory cards, put them on paper through its printers, and edit them on its in-store digital kiosks.

Trying to force consumers into Kodak’s self-serving universe was doomed, but Kodak died trying.

What can we learn from Kodak?Kodak was pursuing a fundamentally

flawed strategy, and hence, was throw-ing good money after bad in its effort to defeat, hold off, or coexist with the new digital competition.

The challenges Kodak faced were not unique to its industry. All indus-tries have lifecycles that often include “change, adapt, or die” turning points. New technology, innovative competi-tors, and changing consumer needs and desires all contribute to the dynamic of change. A few examples that pop to

mind include: The telephone industry going from

wired to wireless; to mobile phones that are handheld computers with, coin-cidentally, high-quality digital cameras.

The publishing industry (newspapers, books, and magazines) going digital.

Retailers moving to E-tailing to com-pete with new companies like Amazon.

News programs are no longer domi-nated by newscasters reading the news; we now have “entertainment” news.

Digital music gadgets have forced radio stations to move to live, interac-tive talk or personality driven program-ming. The days of the disc jockey just introducing and playing music are long gone.

With the evolution of online banking and mini-branches in grocery stores, I can’t remember the last time I actually was inside a bank building.

The United States Postal Service hasn’t figured out a solution to its chal-lenges and, like Kodak, continues to cling to its antiquated business model.

Can you see the similarities between Kodak and our industry, as we face greater 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?

First, they tried to ignore the new technology hoping it would go away by itself.

Then they tried to attack it claiming it didn’t measure up to the old tech-nology - too expensive, too slow, too complicated, etc.

Trying to force

consumers into

Kodak’s self-serving

universe was

doomed, but Kodak

died trying.

“A Kodak Moment… It’s Not a Pretty Picture”



1/4 ISLAND 1/4 ISLAND

Finally, they tried to prolong the life of the existing business model by attempting to create synergies between the new and the old.

In doing so, they kept delaying any serious commitment to addressing the new order of things.

The truth is it makes more sense to invest in developing and implementing new strategies that are based on meet-ing the needs and desires of customers by filling voids and tapping into new opportunities that are created by the changes.

In short, like it or not, the new gen-eration of customers, employees, and “customer-centric” entrepreneurs are “in charge.” Embrace the uncertainty and be prepared to be driven in unfore-seen directions. This is a far cry from spending your time, money, energy, and emotions fighting the tides of change. Instead, think about ways to harness the inherent energy and put it to work for you.

The important lessons are to avoid attachment to our past and to turn legacy beliefs onto new strategies. Let’s refrain from prolonging the life of “it’s

the way it’s always been” or trying to create false synergies between the old and the new. And, most of all, let’s base future new strategies around customers – being customer-centric rather than clinging to an existing business model.

ABOUT THE AUTHORThom 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.

In 1996 his business was honored as the number 1 small business in the state and ranked in the top 10, nationally. He also

has served the Better Business Bureau as a certified arbitrator for over 15 years and often uses that experience as topics for

this feature column.



“Ican’t hear you!” exclaimed the drill sergeant as the troops responded to his question. We

had to yell our heads off to please the guy when he asked our platoon a ques-tion.

Whether you’ve been in the mili-tary or not, I’m sure you can identify with the above scenario. Someone asks the audience a question and then keeps asking until they scream the answer in unison. That may be a good way to loosen up an audience, but it’s certainly not effective in one-to-one conversa-tion.

Trouble is, many times our cus-tomers and coworkers “can’t hear” us either. It’s not that they miss the sounds we make; it’s just that they don’t get our meaning clearly. Just because you tell someone something, it doesn’t mean your job as a communicator is done: The job is only done when they understand what you were trying to say.

Some folks just push the responsi-bility away and say, “I told you but you didn’t listen,” as if that somehow solves the problem.

When the student isn’t learning, the teacher isn’t teaching. Even if they’ve tried really hard to teach, they aren’t teaching.

The same is true for you and me. We need to transcend our own point of view and see the bigger picture. If they aren’t getting our meaning, then nobody’s advancing — not us and not them.

Sometimes, as in Star Trek, they’ve “got their shields up” and you aren’t getting through. How can you get through to them?

I once gave a communication skills seminar in a prison in New Hampshire to a group of inmates. As an illustration, I asked various inmates to “teach me how to smoke a cigarette.” One told me to put the cigarette in my mouth first.

So I did what he said: I put the entire cigarette inside my mouth.

Another said, “No, just put the end with the filter in your mouth.” So I broke off the filter and put it in my mouth. By that time they were frus-trated with my literal interpretation of their directions.

Then one inmate came forward and said, “Watch this.” He put a cigarette to his mouth, took out his lighter, lit the smoke, and took a drag from it. When he exhaled the smoke he looked at me and said, “Do that.” Then he sat down.

Point made, lesson learned. And his fellow inmates applauded him. So did I. Some things are best communi-cated through example.

When teaching a skill, show an example. Then observe as the person follows your instructions.

When explaining an idea, ask for feedback. “Does that make sense to you? How would you apply it?”

When communicating a feeling, be sure you have their full attention first. Saying “I’m sorry; I must’ve misunderstood what you wanted” is a nice sentiment, but, without their full attention, you’re just making sounds. Timing is sometimes as important as the message itself.

Imagine a customer comes to you with a complaint; he feels really frus-trated or suspects that you were ripping him off. If you interrupt him in the first few moments to say, “Sorry, I got it wrong. Now let’s correct it,” he may still have his shields up. So your apol-ogy bounces off. His emotions are in the way.

People have a need to vent first,

before they’re ready to listen. Let them talk a bit, and then politely interrupt with your apology or solution.

Everything we hear, see, or think is passed through our own beliefs and assumptions before it reaches our understanding. We filter our opinions and judgments about people by com-paring them with others we’ve known.

If your behavior is similar to some-one they don’t trust, then they won’t trust you. Likewise, if you behave in ways that indicate integrity and caring, then you’ll usually get past their filters.

Here’s a short formula you can use to get past the shields or filters that oth-ers put up in communication.1. Listen — truly try to understand

what they are saying or feeling.2. Observe — notice when they

change body posture, indicating that they’re ready to listen to you.

3. Tell them what you have to say, and use their own words, where appropriate, to prove that you heard them.

4. Ask for their opinion — “How does that sound to you? Would that make you feel more confident about this solution?”

5. Confirm that the problem is solved or the explanation is understood and accepted. Got it? No? Well then you just

weren’t listening to me. I’m going to tell you again… not! See what I mean? When I assume that I’m just fine and you’re the one with the communication problem, then I make things worse by judging you.

Instead, let me just offer my assis-tance. If you’d like a better explanation or more ideas, just write, call, or email me here at GEARS. I’m happy to assist you. Thanks for listening.

Getting Past Their Listening Filters

by Jim Cathcartby Jim Cathcart

When Teaching a skill, show an example. Then observe as the person follows your

instructions

cathcart oct nov.indd 42 10/3/2013 9:04:40 AM

TM

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Unless you plan shows for a living, it’s hard to image just how much goes into putting

on an event like Expo. We’re talking about a program with as many as a dozen different events occurring at the same time. It takes careful planning, oversight, and good old-fashioned luck for everything to go off smoothly.

Well, this year the stars must have been in alignment, because the 2013 Expo was about as close to perfection as anyone could ever have hoped.

This was an East Coast show; the third part of the regular three-show arc. It was held at the Washington Marriott Wardman Park Hotel in Washington, D.C. — a beautiful venue shrouded in historical significance and the majesty that is the United States capital.

This was the hotel where Thurgood Marshall stayed while making his case before the Supreme Court for Brown vs. the Topeka Board of Education. A leader in the ’60s civil rights move-ment, Marshall went on to become the first African-American justice of

the Supreme Court. Our Expo seminar program was held in the Thurgood Marshall wing, dedicated to the memo-ry of this eminent American.

Selling Value expert Don Hutson addresses Friday’s management session.

by Steve Bodofskyby Steve Bodofsky

Another Expo for the Books

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And because this year’s program was on the East Coast, the show took on a more intimate, warmer tone than those in Las Vegas. But that can be a good thing for those who made it a point to attend, because it makes for a more exclusive focus for the seminars and trade show.

The tech seminars set a new record this year, packing in 27½ hours of tech-nical information and training. The pro-grams were a mix of what-we’re-see-ing-right-now along with what’s-com-ing-down-the-pike, with a smattering of diagnostic-and-repair-techniques-and-procedures for good measure.

The programs began bright and early Thursday morning and went on until almost noon on Sunday. Thursday

tech seminar presenters included ATRA’s Mark Puccinelli, Bill Brayton, and Mike Souza, along with Scott Halley from Lubrizol, Dan Marinucci from Communiqué, and John Eleftherakis from Filtran.

The programs were well received, and most attendees were thrilled by how much they learned. Expo newcom-er Pete Hazelden of Atlas Transmission in Sumter, South Carolina, had this to say: “Expo was wonderful; I learned more than I could take in… thank good-ness for the books and disk!”

When asked whether he’d be back next year, Pete didn’t hesitate: “Absolutely! But next year I’m going to come out a few days early so I have a chance to get settled before the show begins.” Can’t blame him there.

ATRA Technical Director, Lance Wiggins presents Mark Phillips the ATRA Master Tech Certification plaque during the ATRA Luncheon sponsored by

Raybestos Powertrain


Attendees unwind after a full day of learning during Thursday night’s Kick-off reception, hosted by GEARS magazine.

Dennis Madden and Jim Rodd: cutting the ribbon to officially

open the trade show floor!

1show wrap13.indd 48 10/7/13 1:47 PM

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The management program began with some familiar faces: Maylon Newton from ESI and Danny Sanchez of Autoshop Solutions. Familiar, yes, but with many new and valuable ideas to share.

The seminars kicked off again early Friday morning, with old and new faces in both programs. On the management side, Dave Riccio lent his tips for provid-ing extra value with your service. Then a new face — Speakers’ Hall-of-Fame inductee Don Hudson — discussed how to sell more value instead of lowering prices.

The tech seminars were presented by Alan McAvoy from Chrysler, Maura Stafford from Sonnax, John Parmenter from Precision International, and Jack Rosebro from Perfect Sky.

No Expo would be complete with-out the Raybestos luncheon, and this year’s was no exception. For entertain-ment, Larry Winget reprised his humor-ous, no-nonsense approach to personal development that’s sure to get you think-ing… and laughing.

He was followed by a short awards ceremony: First, Mark Phillips was hon-ored for earning ATRA’s new Master Technician Certification. The award was presented by ATRA Tech Director Lance Wiggins, and Lance was thrilled to notice how many attendees he heard congratulating Mark as he returned to his seat.

Then ATRA CEO Dennis Madden presented ATRA’s Distinguished Supplier Award to Raybestos for their

years of sponsorship and support for the industry. Al Avila, vice president of sales and marketing, accepted the award for Raybestos.

After a sumptuous lunch, ATRA Board President Jim Rodd joined Dennis to cut the ribbon and open the trade show floor. The intimate setting allowed exhibitors to make a more personal connection and spend more time with attendees.

After the trade show closed for the day, another staple of the show opened: the cocktail reception, hosted as always by Transtar Industries. Great food and drinks and terrific entertainment all pro-vided the backdrop for the perfect oppor-tunity to press the flesh and rub elbows with industry friends, old and new.

ATRA CEO, Dennis Madden (center) presents the ATRA Distinguished Supplier

Award to Raybestos Powertrain’s Al Avila, Vice President Sales & Application’s (left) and Reinhard Brinkmeier, Vice President,

Gearbox Holding, Inc.

Raybestos gave away an iPod to one lucky lunch attendee. Dennis Madden and

Reinhard Brinkmeier with the winner!


Larry Winget entertained and informed with his keynote address during the ATRA Luncheon spon-sored by Raybestos Powertrain

A busy show floor kept both exhibitors and attendees engaged throughout the event.

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Saturday’s management semi-nar was another first: an entire semi-nar schedule presented by a single speaker. And what a speaker it was! Jim Cathcart, GEARS contributor and Speaker’s Hall-of-Fame inductee, spent the morning discussing the concept of relationship selling. For many it was the highlight of the show.

The technical seminars were pre-sented by Sean Boyle of Southern Illinois University, Niel Speetjens from Speetjens Transmission Service, Coen van Beek from CVT Pushbelt BV, and ATRA’s own Steve Garrett.

You came for the show, but you’re in the nation’s capital; you can’t come all this way without taking getting a firsthand look at the sights that have been the backdrop for history. And we thought of that too, with a Discover D.C. moonlight tour of the city’s most ubiquitous buildings and monuments. Even a little rain wasn’t going to damp-en our spirits for that!

There were several busses, and each took a different path to make sure they didn’t pile up in the same place at the same time. But for a lucky few the tour began with a stop by the most famous residence in the world: the White House. Lucky, because the first couple busloads got to step out and take pictures of this historic home. But that ended before the later busses made their way there, as a motorcade arrived at the front entrance.

Other stops and points of inter-est included the Capitol, the Lincoln Memorial, the Jefferson Memorial, the Washington Monument, and the memo-rials honoring the service men and women who gave their lives in the wars that kept our country free. It was an

inspirational tour of a city that’s been instrumental in shaping our country’s history… and its future.

The Sunday management sem-inars were kicked off by an open-floor discussion by Rodger Bland, followed by two newcomers: Bill Haas from Haas Performance Consulting and Jordan Olivas from Budget Transmission Masters.

The tech seminars included Jack Rosebro from Perfect Sky and Dr. Bill Henney from BlueReach Automation and Control. It was a brilliant close to a memorable show.

No doubt about it: The 2013 Expo will be a tough act to follow. But follow it we will, next year in Las Vegas, October 30 – November 2, back at the Rio All-Suite Hotel and Casino, just a few blocks off the world-famous Strip. So mark your calendar and start making plans to attend… and we’ll look for you next year in Vegas!


Tearing up the dance floor at the Transtar reception!

Great music…

D.C. moonlight tour of the city’s most ubiquitous buildings and monuments. Even a little rain wasn’t

going to dampen our spirits for that!

1show wrap13.indd 52 10/7/13 1:48 PM

gears 813.indd 2 7/30/13 9:36 AM


Action Transmission Specialists: A Second Chance for Success

Action Transmission Specialists in Jacksonville, Florida, is the epitome of a successful Mom-

and-Pop transmission shop.The owner, Robin Sidbury, runs

the day-to-day operations. His wife, Cheryl, was instrumental in helping get the business off the ground; she steps in when the office gets busy and handles outside sales. Their son Kristopher is the shop’s lead technician and rebuilder, and Cheryl’s daughter, Kathryn Faris, is the office manager and takes care of their social media marketing.

And while they aren’t setting the world on fire, the business keeps them well fed and happy. By most assess-ments, Action Transmission Specialists is a successful shop.


SHOP PROFILE by Steve Bodofskymembers.atra.com

Action Transmission Specialists: Shop Crew

Front of Shop

1shopprofile1013.indd 54 10/2/13 2:29 PM


But it wasn’t always that way for Robin; it was a long road to get here with many stumbles along the way.

He got his first taste of the business taking auto tech classes back in high school, and worked as an installer for a few months to earn credit while he was still in school. But it wasn’t long before he realized working in the shop wasn’t for him.

So he took his first real job in the business in 1981 as the assistant man-ager for a local transmission franchise. His knack for customer contact and sales quickly moved him up through the ranks to managing the shop.

Over the next 25 years or so he moved from one shop to the next and back again. He came to work for his current shop — then called Action Transmission Service — a couple times during his career. The owners liked him and were generally happy with his work.

So, when Action’s owners decided to retire in 2003, they asked Robin if he was interested in buying the shop. He wasn’t in the right place to take on that much responsibility just then; someone else took the reigns while the original owners covered the loan.

Then came the crash of 2008. Action’s new owners went bankrupt and the original owners regained con-trol of their shop. But they were retired and weren’t in any position to open it again. So they called Robin.

He wasn’t interested in buying the shop just then, but he agreed to run it for them. That gave him a little time to evaluate the business and see if he was interested in taking it over.

That was November, 2008. He signed the papers to buy the shop just three months later: January, 2009. And business has been growing steadily ever since.

“I opened the business with $200 in my bank account. Everyone told me that I’d probably never make it, but I told them, ‘the good news is, if I don’t make it, I’ll only be out two hundred bucks!’”

An Uphill BattleThat’s a simple timeline for Robin

and the shop. But it doesn’t tell the whole story. Because, for Robin, get-ting there was truly an uphill battle.

That’s because he had a problem; a problem with addiction. He could do his job well enough, but his dependence always got in the way.

Then, in 2005, he got sick. At first he thought it was just a sinus headache, but it wouldn’t go away. Then, a few

days later, he wasn’t able to move the left side of his body.

The doctors said it was an infection that had made its way into his brain. So in August 2005, Robin underwent brain surgery to correct the problem.

Cheryl Sidbury, Wife, Takes care of everything and everyone

Art Vincent Installation Technician

Kristopher Sidbury Rebuilder




After the surgery, the doctors said he’d never walk or work again.

But he fought his way back, through repeated complications and setbacks, and today he walks with a slight limp. It took him two years, but he recovered and went back to work.

Shops in the area were happy to hire him. But now they expected him to work for a lot less than he did before. Because now he was “disabled.”

Meanwhile his addiction contin-ued. He wound up in court and was ordered to attend a rehab program. So he joined Alcoholics Anonymous in March 2007, and that’s where he turned his life around.

“As a salesman, I thought I con-trolled everything,” says Robin. “It’s how I was trained… it’s what you do and how you present yourself to make the sale. I also had the perception that success in life was about making a lot of money.”

Today Robin believes that he was brought to his shop by a higher power, and that he was put there to help oth-ers. And that’s something he tries to do every day.

“I’d reached a point where I believed that I’d never own my own shop; I figured that opportunity had passed me by. In fact, had I owned a shop earlier, I’d never have been able to keep it afloat.

“But as soon as I got into recovery and realized that the whole world didn’t revolve around me… that I wasn’t in control of everything… this shop fell in my lap.”

Giving BackLike so many other shop owners

who’ve been able to build a successful business, Robin learned that the best way to become successful is to forget about the money: Concentrate on serv-ing the customer and the money will follow.

“The way I see it, having a shop isn’t about what I can get from it,” says Robin. “It’s more about what I can give back.”

And Robin is always aware of the customer who’s in trouble and needs his help. When faced with those customers, he’s quick to step in and do what he can, whether it’s about finding a used transmission or providing a payment plan to help the customer get back on the road quickly.

One thing he came up with is a program he calls buy here, stay here. “I found a lot of customers don’t have $2500 sitting around for a repair, and I figured, why have them take the car home and let it sit outside their house?

“So I try to get four or five hundred dollars down to cover the parts’ cost, and then I keep the car here. I set the customer up with a payment schedule — maybe $100 a week — until the job is paid off.

“I have the customer sign a con-tract that includes a one-time, $100 processing fee. And if they don’t make their payments on time, we can add storage charges to their bill.

“But customers generally appreci-ate the program, and it keeps a lot of

jobs here that might otherwise have gone down the road.”

He recently added the CarCare1 GE credit card program to provide cus-tomers with another source for financ-ing repairs. This program is available to all ATRA Members; check the ATRA web site for details or to sign up.

For Robin, giving back doesn’t end in the shop. He also tries to provide the benefits of his experiences to others.

“I volunteer at a local hospital in their behavioral health unit, work-ing primarily with alcoholics and drug addicts who’ve either committed them-selves — or have been committed — to help them get their lives back together.”

Who’s Running the Shop?In addition to being the shop owner,

Robin also manages the shop and takes care of the customers. It’s a lot of work and puts a lot of demands on his time.

Over the last couple years he’s tried to hire a shop manager to free him up and give him time to work on his business.

He hired guys who were trained and experienced in the business. But in each case, the manager was more interested in selling repairs than in actu-ally fixing the customer’s problem. And that’s not a business model that Robin was willing to accept.

“You take a transmission that has 100,000 miles apart and you’re going to find something wrong with it,” he says. “But that’s not necessarily what’s causing the customer’s problem.”

Kathryn, Robin and Cheryl's daughter and Office Manager Anthony Torres Installation Technician and General Repair Technician


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His approach is simple: “Let’s see what it takes to solve the customer’s problem, let’s address that and sell him what he needs.”

Robin was originally concerned with handing over his rebuilds to a 20-something technician, even his own son. But Kris has been diligent about learning the theory behind the transmis-sions, and he won’t give up until he’s solved the customer’s problem.

“He holds himself to the high-est standards of technical competence and integrity, and he expects a similar commitment from the shop,” Robin says proudly. “In a few years, he’ll be the one everyone else in town will call when they have a problem.”

Action’s ServicesGenerally speaking, Action

Transmission Specialists is a transmis-sion shop. They diagnose and repair transmissions. And virtually all of

their transmission rebuilds are done in house; they rarely go out of house to buy a reman.

Of course, recent economic events have forced Robin into making some changes, simply to help his customers. So, if the customer needs a transmis-sion but can’t afford a rebuild, he’ll try to find a good used transmission to help the customer out of a tight spot.

He’s also added general mainte-nance services, including oil changes, power steering fluid exchanges, and so on, along with the more familiar trans-mission fluid service. Robin recognizes the value of these services, for his busi-ness and his customers.

The object of these services isn’t just about selling a job. “Too many of our customers were the people who never serviced their cars; the only time they came into a shop was when the car stopped running.

“My hope was to begin attract-

ing a better quality of cus-tomer; customers who want to maintain their cars. I want to develop a relation-ship with them. Then, when they need a major transmis-sion repair, we’ll be the first shop they’ll call. And the call won’t simply be to ask ‘how much?’”

Choosing ATRAWhen he opened his

doors, everyone told Robin that he should join one of the

companies that offer technical support to the industry. He tried several, includ-ing ATRA. But it wasn’t long before he decided to drop the others and identify himself as an ATRA Member.

And this year he attended Expo for the first time. He’d read the articles about the experience and he decided it was time to take full advantage of the intense training and business connec-tions that Expo provides.

So he signed himself up for the management seminar program, and he brought Kristopher along to attend the technical training program. No doubt they brought a lot home to put into action in the shop!

Robin Sidbury has traveled a long, hard road to get where he is today. But thanks to a loving family and his undying belief in a higher power, he’s getting stronger and more profitable every day.

It’s a story we should each con-sider when the going gets tough.

Robin and Cheryl's hobby - sailing

Happy customer with a 1972 Chevelle Action Transmission Specialists: Teardown Area

Diving and snorkeling - hobby - "The Christ" at Pennecamp,

Florida Keys


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Classics on The Coast

On September 7th, the Automatic Transmission Rebuilders Association Southern

California chapter hosted it’s third-annual "Classics on the Coast" car show in downtown Ventura, CA. The chapter president, Donny Caccamise, started the car show as a way to bring more awareness of ATRA to consumers and to offer ATRA shops in the area something fun to do. For the first two years, the show was held at a parking lot of a local car dealer, with about 100 cars and a couple thousand spectators. This year, the city of Ventura agreed to close off seven blocks of downtown.

The show had over 250 beautiful clas-sic cars. And according to the Ventura police department had an attendance of over 40,000 spectators! Ventura has a population of just over 100,000 so you can imagine the impact of hav-

ing 40,000 people come to town. The area merchants were ecstatic! But most importantly, that’s 40,000 consumers who learned about ATRA. Members in the area had a chance to sponsor awards, which gave them an opportu-nity to have their name visible to the winners for years to come.

Along with the classic cars were a couple of celebrity cars. Speed Demon, the world’s fasted piston-driven car with a speed in excess of 400 miles per hour was there, along with a custom car built by Chip Foose, world-renowned custom car designer and fabricator, and star of the reality TV series Overhaulin’ on Velocity.

The announcement booth was manned by Donny and Spence of “Horsepower for an Hour”, a syndi-cated radio program in over 20 markets. They kept the name ATRA on the minds

ATRA Classics on the Coast Car Show 2013

OOn September 7th, the Automatic ing 40,000 people come to town. The

ATRA Classics on the coast Car Show held on September, 7 2013 with over 40,000 spectators

ATRA's Choice Award...Mr. Allen 1956 Ford T-Bird

If you would like to know how to get your ATRA chapter involved or even start

your own chapter call the ATRA Membership department at

(866) 464-2872 -- Toll Free or you can email at [email protected]

1classics car show.indd 60 10/3/2013 3:07:16 PM


Award Winners:Best of Show...J.R. Rodriquez

1966 Chevy ImpalaATRA's Choice Award...Mr. Allen

1956 Ford T-BirdMayors Award....Darren Quintana

1957 ChevyRay McClelland Award... R.J. McDonald

1967 Nova

Sponsors:Title Sponsor= Mercedes Benz of Oxnard

Diamond Sponsor = Chicago for Ribs restaurant in Ventura

Trophy Sponsors:

Pacific CarburetorDave Wilkes Transmissions

Mekaniks PlusEl Puente Automotive

AWS AutomotiveConcours Motors

Leon's TransmissionsKia of Ventura

Gold Coast AcuraParadise Chevrolet

Vista HondaCoast Driveline

CRC PerformanceDMC TransmissionsJCG Performance

Horsepower for an HourGoleta Transmissions

TNS Auto BodyWilliam L Morris Chevrolet

Austin's PaintingFast Undercar

White Elephant ... the bandFull Throttle Kustomz

Johnny Martinez ProductionsVentura Trophy

Show Contributors:

Automotive Racing Products (ARP Fasteners)

Speed DemonMagnuson Superchargers (Chip Foose 32

Roadster "Magnatude")Snap on Tools (Mark Endler)

Chevrolet Racing Products & EquipmentLowes Home Improvement

Lunch Box RestaurantCBS Studios (Los Angeles)

Award Winners:

Speed Demon...Worlds Fastest Piston Engine Wheel Driven Car

Best of Show...J.R. Rodriquez -1966 Chevy Impala

Mayors Award....Darren Quintana 1957 Chevy

of the spectators and by the end of the day there wasn’t a person there who didn’t know about ATRA. To top it off we found a write up in an online maga-zine: www.Autoadix.com just a couple days after the show.

The event was such a success that the city has already agreed to host the show again for 2014. Imagine if ATRA chapters across the nation and Canada were able to develop similar events!

A special thanks to Donny and Spence from Horsepower for an Hour, www.horspowerforanhour.com and for the dozens of volunteers and sponsors that made this show possible. Custom Car by Chip Foose

1classics car show.indd 61 10/3/2013 3:07:18 PM

POWER INDUSTRY NEWS


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.

Sonnax Announces New Executive Officers

As Sonnax Industries continues to grow and innovate, President and CEO Tommy Harmon recently announced two organizational changes designed to position the aftermarket automotive products company for efficient future growth.

Sonnax Vice President of Sales Steve Jaussaud has taken on a new role as senior vice president of product development. A veteran of the trans-mission/torque converter industry who has been with Sonnax for seven years, Jaussaud will function as the chief tech-nical officer in charge of engineering, product line management, and technical support.

David McGee, the company’s vice president of marketing and strategic development, will now serve as senior vice president of sales and marketing. In addition to the marketing respon-sibilities he has held for the past five years at Sonnax, McGee will now over-see domestic and export sales, plus customer service and sales administra-tion. He brings more than 37 years of

experience in the transmission after-market to his new position, having held leadership roles in operations manage-ment, materials management, product development, and sales and marketing throughout his career.

Longtime Industry Professional Rob Gaul Needs Your Help!

You may know Rob Gaul from his transmission parts company, Cascade Transmission Parts; or maybe you remember him from his years with G-Cor. Rob’s in serious trouble and needs your help.

On August 24th, Rob was climbing down from a tree stand on his property. A misstep… a slip… and he fell more than 20 feet, landing on his back on the rocks below. He lay there for some five hours before anyone found him. Then he was airlifted to a hospital about 150 miles from his home, because he needed a Level 1 trauma center.

His prognosis isn’t great: He suf-fered damage to his spinal cord that left him paralyzed from the chest down. He has severe fractures to his pelvis, five broken ribs, and was just officially classified as a quadriplegic, having only partial use of his arms and hands. He’s currently in physical therapy to help regain some control of his body.

Rob has a wife and five children, and had no medical insurance at the time of his accident.

Rob’s longtime friend, Robert “Bob” White from Superior Transmission Parts, has set up a web site to accept donations for Rob. The fund is completely free, so every dime donated will go directly to Rob and his family.

If you can help Rob — even just a buck or two — use your smart phone to capture the QR code, or visit the web site: www.youcaring.com/rob_gaul_fall_seriously_injured_ICUportland_ore.

Every dollar will help Rob and his family in this extremely difficult time. This is the time to reach down deep and do whatever you can; with your help, Rob and his family will make it through the grueling days ahead.

Please donate today… and share this link with everyone you know: Let’s get everyone involved!

New Buick Nailhead V8 Oil Pan from PML

PML has just introduced an after-market oil pan for the classic Buick Nailhead V8 engine. The new oil pan is a bolt-on replacement for the stock pan.

PML designed this pan with classic straight fins, or ribs, and manufactures them using the sand casting process. The fins add an attractive, custom look and the sand casting creates a heavy duty, high quality part that will provide better heat dissipation. PML's heavy duty sand castings have solid, wide walls for strength and durability and a thick gasket flange that won’t bend when you tighten the bolts.

This oil pan preserves the classic feel of the old, stamped-steel, stock cover while adding desirable features

David Mcgee

Steve Jaussaud

Rob Gaul and Family

1PINS OCTN 13.indd 62 10/4/2013 7:03:26 AM


for today’s engine builders.PML proudly makes this new oil

pan, and all PML pans and covers, in the USA.

The new pan is available in natural cast and polish finishes. The natural cast pieces can be easily powder coated or painted if desired.

PML also makes valve covers, val-ley covers, and spark plug wire covers for the Buick Nailhead V8 engine.

For more, visit PML’s web site at www.yourcovers.com.

JASPER Offers GM 6T70E/6T75E FWD and AWD Transmissions

Jasper Engines & Transmissions offers the GM 6T70E/6T75E front-wheel drive and all-wheel drive trans-mission on exchange. This six-speed CAN (Controller Area Network) elec-tronically controlled automatic trans-mission is available for the following 2007-2009 applications: • Chevrolet Equinox, Traverse,

Malibu• GMC Acadia• Saturn Outlook, Aura• Buick Enclave• Pontiac G6, Torrent

“These units have the Transmission Control Module (TCM) mounted inside the transmission on the valve body,” says Brad Boeglin, JASPER new product development team leader. “Testing the transmission and its TCM is done with a state-of-the-art JASPER-engineered CAN control system. Units are then pre-programmed per the vehicle application, eliminating the hassle and expense of the customer having to reprogram these units.”

The JASPER 6T70E/6T75E reman-ufactured transmission is subjected to strict, high-quality processes…• Disassembling, meticulous inspect-

ing, and cleaning of components.• All new and remanufactured parts

are carefully inspected for correct tolerances to assure dependability.

• JASPER’s research and product development corrects inherent problems in OEM design.

• Dynamometer testing under varying loads simulates vehicle operation. We test for leaks and abnormal noises, and we monitor and record temperatures, pressures, and shift

patterns. • A Premium Service Plan is avail-

able that offers customers even greater value.For more information on the reman-

ufactured products of Jasper Engines & Transmissions, please call 800-827-7455, or visit www.jasperengines.com.

Sonnax Line Pressure Booster Kit for GM 6L45, 6L50, 6L80, 6L90

Sonnax has just introduced a new line pressure booster kit for GM 6L45, 6L50, 6L80, and 6L90 transmissions.

Sonnax line pressure booster kit 6L80-LB1 delivers a winning combi-nation of a stronger pressure regula-tor spring and large ratio boost valve designed to work together to provide progressive pressure increases as driving conditions become more demanding.

Achieve the best of both worlds with a modest increase at the low end and a high-end pressure that is equal to or greater than that of other aftermarket kit springs.

Simple, affordable, drop-in parts require no special tools or reaming to install and offer big performance with-out a big price tag for servicing the GM 6-speed RWD family.

Visit www.sonnax.com for details.

Auto shop Solutions Named One of Inc. Magazine’s Fastest-Growing Companies

Autoshop Solutions, the leading web site design and internet market-ing agency for independent auto repair shops and the automotive aftermarket, was named one of the fastest-growing companies of 2013 by Inc. Magazine. The agency ranks an impressive 647 out of 5000 companies nationwide and 77 in the Advertising and Marketing category.

In North Carolina, the company ranks 14 for the fastest-growing compa-nies overall and 2 in the fastest growing Advertising and Marketing companies

category. This is especially remarkable for an independent niche startup with no venture capital backing.

The agency attributes its rapid suc-cess to word-of-mouth referrals and high customer retention, underpinned by its award-winning web sites, reputation in the market, and a commitment to out-standing customer service and market-ing solutions.

“We've come a long way in a short period of time,” said President and Founder Danny Sanchez. “Our growth has enabled us to expand our staff from six full time team members to now over 23. Our success is a direct reflection of the great team we have; I could not be more proud.”

Autoshop Solutions is an internet marketing agency dedicated to creat-ing impactful web sites and engaging marketing solutions that drive business for local auto shop owners. Autoshop Solutions takes pride in working only within the automotive aftermarket verti-cal, and the agency’s executive team has over 30 years of combined experience in the automotive industry.

For more information, visit www.autoshopsolutions.com, or follow them on Facebook.com/AutoshopSolutions.

A & Reds Promotes William Sherwood to General Manager

A & Reds is proud to announce the promotion of William Sherwood to gen-eral manager.

William joined the A & Reds sales team in 1990 and quickly became one of their top sales people. In his new posi-tion, William will oversee all operations at the three A & Reds locations: Wichita, KS, Kansas City, MO, and Sioux Falls, SD.

Visit A & Reds on line at www.areds.com.

William Sherwood

1PINS OCTN 13.indd 63 10/4/2013 7:03:27 AM

POWER INDUSTRY NEWS


Rostra Hires Rich Smithas New VP of Operations

Rostra Precision Controls, Inc. of Laurinburg NC is pleased to announce that Richard J. Smith has joined the company as its vice president of opera-tions.

Rich is responsible for all manu-facturing, purchasing, engineering, and quality functions within the company. In addition, Rich will lead Rostra’s con-tinued efforts to bring new products to the marketplace and additional manu-facturing lines into its North Carolina facility.

Prior to joining Rostra, Rich spent the previous nine years in numerous management positions within Hilite International (a 3i company), includ-ing the past two years leading its Asian operations. Rich has also worked at Robert Bosch Corp., Purolator, Inc., and Pall Corporation, among others.

Jim Pineau, CEO of Rostra, said, “Rich brings a wealth of experience in the automotive industry and a com-mitment to continuous improvement that will be instrumental in achieving Rostra’s goals of product line growth, operational efficiency, and continued customer satisfaction.”

For more about Rostra Precision Controls automotive accessories and powertrain components, visit them on line at www.rostra.com or www.rostra-transmission.com.

Corteco Introduces New Kit for DCT450Dual Clutch 6-Speed

Corteco is pleased to announce the availability of TransTec® overhaul kit 2603. Kit 2603 covers the MPS6/6-speed DCT450 wet dual clutch 6-speed transmission.

This transmission is used in various 2007-up Chrysler, Ford, Land Rover, and Volvo models.

P/N Description Years B37224 Left and Right Axle Seals 07-Up B34454 Valve Body Cover Gasket 07-Up 3570 Sealing Ring Kit 07-Up B82506 Bonded Shift Piston SM (6 Required) 07-UpB82507 Bonded Shift Piston

LG (2 Required) 07-UpTransTec® kit 2603 is in stock and

available for immediate delivery.For more, vist Corteco on line at

www.TransTec.com.

Teckpak IntroducesReplacement Clip for Electrical Connectors

Plastic parts in a transmission can become hard and brittle because of the high temperatures they have to endure. You try to remove one, and snap! — the clip breaks off.

How many times have you needed to replace a wiring harness because the clip to a solenoid breaks?

Well, not anymore… Teckpak - Fitzall has introduced a new Harness Repair Clip for GM and Ford wiring harnesses. Simply slip a repair clip over the broken plug and it’s fixed.

The repair clips are color coded for easy identification:• Blue for FORD (76446UC); fits

AX4S/N, AODE, and 4R70W (Softwire).

• Red for GM (34446UC); fits FWD/RWD 4-speeds and Allison 4-and 5-speeds.Each kit comes with five clips

per pack. Keep some in your toolbox, because you never know when you’re going to need one.

Check out all Fitzall’s new prod-ucts at www.teckpak-fitzall.com or contact them by phone at 1-800-527-2544 or by email at [email protected].

Goerend Celebrates 35 Years of Custom Torque Converters

This year Dave Goerend is cele-brating 35 years in the torque converter rebuilding business; a business based on serious equipment, such as a one-of-a-kind Superflow dyno with WinDyn Software.

Whether you choose a single or triple disc, many different stall speeds are available to meet your needs. Dave

and his knowledgeable staff help to take the guesswork out of the ordering pro-cess, and they never try to make a sale just for the sake of the sale.

They’ll take the time to discuss your needs, to learn how the customer uses the truck, engine modifications, elevation, and driving style or tech-nique. Then they’ll use that information to help you choose the right stall speed for your specific requirements.

Add that to their limited lifetime warranty option, and you can’t go wrong with Goerend!

Visit www.goerend.com on line to view their extensive testing equip-ment and check out their information and videos on torque converter theory. Or call 563-778-2719 to discuss their free shipping option on large quantity orders!

Larson Announces Explosion-Proof Fluorescent Light Cart

Larson Electronics announced today the release of a wheeled, cart-mounted, explosion-proof, fluorescent light designed for mobility and paint spray booth regulation compliance. The EPLC-24-4L Explosion Proof Fluorescent Light Cart features 8000 lumens light output, a swiveling fixture assembly, and a wheeled aluminum cart for easy maneuverability around the work space.

The two-foot long fluorescent light fixture on this light cart is con-structed from non-sparking alumi-num and features Pyrex tube covers, integral ballast assemblies, aluminum reflectors with high gloss finish, and screw-on end caps for easy relamping. The light fixture carries UL Class 1 and Class 2 ratings and a paint spray booth rating. Anti-static wheels, the aluminum cart, and 50-foot SOOW cord with explosion-proof plug make the fixture versatile and compliant as a hazardous location light fixture.”

Larson Electronics provides a full line of industrial grade lighting suit-able for any size job or location and can custom tailor lighting to the spe-cific needs of customers. You can learn more at Larsonelectronics.com or con-tact 1-800-369-6671 (1-903-498-3363 international).

1PINS OCTN 13.indd 64 10/4/2013 7:03:27 AM

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With over 30 years of hard work and dedicationto excellence, Transmission Specialties hasbecome one of the premiere manufacturers ofhigh performance automatic transmissions,torque converters and related parts in the U.S.A.

Service is where Transmission Specialtiesprevails, when you call to place an order, you willget a person not an automated phone system towaste your time. We pride ourselves on sameday shipping. “We are a company largeenough to serve you and yet, we aresmall enough to know you!”

Some of our innovative products, such as the“XLS-Spragless” Torque Converters, Pro-LinePowerglide Transmissions, 1:80 “Unbreakable”Gear Sets, Torque Converter Component Kits andTransmission Related Parts are all manufacturedin-house. Every product is specified to meet orexceed the toughest industry standards.

HOME OF THEWORLD’S QUICKESTCONVERTER

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1285 EmbarcaderoOakland, CA

600 Bruckner RoadSpartanburg, SC

Quality Remanufactured Torque Converters

Expect the Best!

800.727.4461

Distributorships Available

Visit our website:www.cvcconverters.com

Leading The Industry Since 1978

www.Trans-Tool.com

• Transfer Case Assemblieswith Encoder Motors

• Reman Transmissions• New & Reman Engines• 3 yr./100,000 Mile Parts &

Labor Warranty• Nationwide Delivery• Truckload Pricing

GREEN BAY, WI

800-242-2844

Only at

RemanufacturedSprinter

722.6 Transmissions

Updated with latest Sonnaxperformance parts

3-year/100,000-mile warranty

866-464-1871www.sprintertransmission.net

SPRINTER Transmissions



net and vehicle provided while on the job. The job package also includes a $5000 dollar guided big game hunt, with deer and elk or bear and lion available. Com-pensation is per unit built, approximately 60 cores, and the time frame should be around 90 days of work. We can work around your schedule. We are a 45 year old established family business that is all about quality work. Candidates need to have the utmost confi dence in their abil-ity to produce a quality product. Resume and references required, Must be able to pass a background check. Contact Kurt or Brett for more info at (406) 542-0171 or email [email protected].

HELP WANTED: Looking for an experi-enced Automatic Transmission Rebuild-

BUSINESS FOR SALE: Very profi table transmission and auto repair business in the Monterey Bay area of California. Thirty three years at the same location, 4,000 + sq.ft., 9 bays, 7 lifts, large offi ce and build room. Located on the busiest main road in a affl uent town just minutes to the beach, mountains with the best weather in the country. The shop has an excellent reputation within the community and other repair shops. The business has experienced over 15% growth for the last 5 years, 1mm gross sales with strong growth in general auto repairs. Tools, hoists and diagnostic equipment is the latest available. The business is valued at close to $500k, asking $250k, some owner fi nancing. SBA loans are far more available! Owner to retire. Please contact us at [email protected]. ATRA Mbr

BUSINESS FOR SALE: Canada - Very successful Automatic Transmission shop for sale. Located on the Lake Huron, in southwestern Ontario, Canada. Popula-tion over 80,000 with only two transmis-sion shops. Established in 1973, grosses $400,000 annually. Building with 2400 sq. ft., 4 bays, 3rifts. Shop with excellent long standing reputation and established clients. Owner desires to retire. Call for more information (519) 381-0607, email: [email protected]. ATRA Mbr

BUSINESS FOR SALE: Cape Cod, Mas-sachusetts - Great location, 40 year busi-ness for sale, will lease property and all equipment or sell same 4800 sq ft build-ing, 4 bays offi ce and stock room, 4 lifts fl ywheel machine, etc. Wanting to retire asking 100,000 for business. Contact owner Jack at (508) 922-1731.

EQUIPMENT FOR SALE: 2001 T.C.R.S. Auto aligner welder, electronic balancer, leak tester. low volume. Call to make se-rious offer, pictures and more info avail-able via email: [email protected] or Transmissions Unlimited: (419) 734-5345. ATRA Mbr

EQUIPMENT FOR SALE: TCRS single gun torque converter welder. Works good with all adapters. For information or pho-tos please contact Marcin at (239) 707-8054. ATRA Mbr

HELP WANTED: Inside Sales – Interna-tional clutch plate manufacturer seeking an inside sale position. Good Technical skills and experience in automatic trans-mission parts is preferred. Send resume to: [email protected]. ATRA Mbr

HELP WANTED: Well established trans-mission shop with multiple locations look-ing Service Writer, R&R Technician and Trainee/Driver. Contact (818) 823-8685 or (714) 552-6608. ATRA Mbr

HELP WANTED: Industry Supplier seeks sales manager for new territory develop-ment. Offering Industry competitive sal-ary, Bonus package, and Travel stipends. Sales experience in the Automotive After-market required. Please send resumes to: [email protected] - Subject line: BB# 0813-1. ATRA Mbr

HELP WANTED: Experienced rebuilder for busy transmission and gr shop in Red Deer, Alberta Canada. Work with a great team and shop reputation, great wages, health benefi ts and possible retirement package with long-term commitment. Fax resume to: (403) 347-9644 or call Dave or Scott at (403) 347-9595. ATRA Mbr

HELP WANTED: Premium Transmission Shop in western Montana, is looking for a seasonal transmission rebuilder. Great opportunity for a retired transmission re-builder or ex-shop owner. The position includes free room with all utilities, inter-

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).

October/November 2013

Highest QualityRemanufactured Valve Bodies

[email protected] • ValveBodyPros.com

408-287-4500

PRO-Proven BEST In The IndustryPRO-Proven Best Warranty

PRO-Proven Best Unparalleled Product Support

Valve Body Pro

Maxx Fluxx™

Bushings

Remanufactured

PRO-Proven BEST In The Industry

Remanufactured


Remanufactured


Innovative Solenoid Solutions

Innovative Solenoid Solutions

Maxx Fluxx™

BushingsMaxx FluxxMaxx Fluxx™

BushingsMinimal or No Adjustment Required

For The Ford 5R55N/W/S

For our Canadian Subscribers

Some of the 800- toll free numbers listed in the shopper ad section do not work In Canada. Therefore, as a service to you we have listed direct line phone numbers to our shopper

advertisers:

www.atra.com

A&REDS Transmission Parts has multiple locations

Eriksson Industries (860) 388-4418

Transmission Exchange Co. (503) 284-0768

Autocomp Technologies (713) 697-5511

Precision of New Hampton Inc (641) 394-5955

Lory Transmission Parts (305) 642-4621

Miami Transmission Kits (305) 885-7355

ART Auto Sport Unlimited Remanufactured Transmissions (616) 748-5725

Weller Auto Trucks Has many different shop locations

Instaclean (928) 680-4445

Silver Star Transmission (405) 330-9300

Trans-Pac Motor Parts (310) 637-9156

Transfer Case Express has multiple locations

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Feb 8 – Houston, TX Feb 15 – Orlando, FL Feb 22 – Charlotte, NC

Mar 1 – Dallas, TX Mar 8 – Boston, MA Mar 22 – Biloxi, MS

May 10 – Denver, CO

ATRA'S POWERTRAIN EXPO 2014 • Oct 30- Nov 2, 2014

Name___________________________________________

Address_________________________________________

City_____________________________________________________

State_____________________________ Zip___________________

Phone___________________________________________________

X

Please enclose check or money order in U.S. funds and send to:GEARS • 2400 LATIGO AVENUE • OXNARD, CALIFORNIA 93030

or call: (805)604-2000

U.S. $30 ~ Canada $45 ~ Other Areas $65

I want my very own subscription to the next 9 issues of GEARS.

Subscribe Today!Grab Your GEARS Now!

er. Must be capable of rebuilding all makes and models. Must speak English, have own hand tools and must be a team player, willing to work with co-workers to make any necessary improve-ments. Monday through Friday 8:00am to 5:00pm. Competitive pay and benefi ts. Contact e-address: [email protected]. ATRA Mbr

Don't Miss the ATRA SEMINAR Near You!

Check http://members.atra.com for more dates and locations

to come!

2014 ATRA TECHNICAL SEMINARS

800.428.8489http://members.atra.com

MEMBERS.ATRA.COM

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ADVERTISERS

Name Page Name Page

ATK and Parts, LLC ............................................................ 41 www.atkits.comATRA BookStore ................................................................. 57 http://members.atra.comATRA Membership............................................................... 51 http://members.atra.comATRA Technical Department ............................................... 49 http://members.atra.comETE Reman ........................................................................... 5 www.etereman.comEVT Parts ........................................................................ OBC www.evtparts.comExedy Globalparts Corporation .....................................44, 45 www.exedyusa.comFord Customer Service Division ............................................ 3 www.fordparts.comGEARS Magazine .............................................................. 53 www.gearsmagazine.comH & A Transmissions, Inc. ................................................... 25 www.hnatrans.comJasper Engines & Transmissions ...................................... IBC www.jasperengines.comLUBEGARD®, A Stellar Automotive Group Company ......... 19 www.lubegard.comMid States Transmission Parts ............................................ 41 http://mstp.netPrecision European Inc ....................................................... 71 www.PEIus.com

Precision International ........................................................... 7 www.transmissionkits.comRaybestos Powertrain ......................................................... 13 www.raybestospowertrain.comRMP Powertrain Solutions Inc. ........................................... 11 www.powertrainsolutions.comSchaeffler Group USA Inc. .................................................. 47 www.lukclutch.comSeal Aftermarket Products.........................................9, 27, 43 www.sealaftermarketproducts.comSEMA...................................................................................39 www.sema.orgSlauson Transmission Parts ................................................ 33 www.slauson.comSonnax Industries .............................................................. IFC www.sonnax.comSuperior Transmission Parts ............................................... 17 www.superior-transmission.comTransmission Specialties ...............................................37, 65 www.transmission-specialties.comTranstar Industries, Inc. .................................................30, 31 www.transtar1.comTransTec By CORTECO ...................................................... 35 www.transtec.comVBX - ValveBody Xpress, Inc. ............................................. 29 www.valvebodyxpress.comWhatever It Takes Transmission Parts, Inc. ........................ 15 www.wittrans.com

2013

CALENDAR ATRA Supplier MembersReserve your free table top display for the ATRA 2013 technical seminar series today! Call (805) 604-2018

See ATRA Seminar Schedule on page 71 or at:http://members.atra.com/?page=Technical_Seminars

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SPECIALSA340 O/D Planet Set V6 $ 125 V8 $ 175

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gears gazetaoctober november 2013

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