Toyota Truck Rear Axle Bearings

posted by Marks33527 @ 14:18 PM
August 4, 2015

For years we have refused to work on Toyota Rear Axle Bearings because there was no safe way to remove them.  Kings Transmission in Seattle now has invested in the tools that allow us to remove and install these bearings.

Call us 206-624-1859 if you need this service.

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VW and Audi Transmission leaks

posted by Marks33527 @ 10:08 AM
June 15, 2015

The late model VW and Audi’s that have the ZF5HP19 transmission may show leaking around the bell housing coming from the weep hole. or around the bell housing of the transmission.  If you find fluid  leaking from this area suspect the double seal on the front axle shaft of the leak.

It may be possible to replace the seal in the vehicle.  Ensure the differential and the right hand axle shaft can be removed.  Mark the installed position of the original seal.  After installing the new seal make sure the area between the seals is open to the weep hole.

 

Kings Transmission Seattle  206-624-1859

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BMW ZF4HP16 Netural in 1st and 4th

posted by Marks33527 @ 9:53 AM
June 15, 2015

An intermittent neturalizing in 1st and 4th gears may be caused by the range switch.  You can test this by manually downshifting from 4-3 if it neutrals after the 4-3 manual shift it is more then likely the range switch is bad and will not require an expensive repair.

Kings Transmission Seattle 206-624-1859

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No Forward Ford Truck….

posted by Marks33527 @ 12:16 PM
May 27, 2015

Since 2012 Ford has started installing the new 6R140 transmission in their trucks.  The transmission has had a few problems.  No forward movement, delayed forward, slipping, fluid overheating, burnt clutches, ratio codes and fail-safe operations.

Sonnax Transmission Parts has come up with a new clutch regulator valve kit for the Ford 6R140 units that prevents those problems.

Kings Transmission Seattle

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Mercedes Transmission Problems Seattle Area

posted by Marks33527 @ 8:13 AM
May 4, 2015

The new Mercedes cars and SUV’s transmission now come equipped with the newly designed 722.9 automatic transmission.  In there attempt to cut out secondary repair shops they have designed the transmission control unit (computer) to be a part of the valve-body solenoid assembly.   After rebuilding and replacing this part the computer must be relearned-re-flashed into the vehicles computer system.  Mercedes refuses to do this for rebuilt after market units.

Kings Transmission of Seattle is on of the few shops in Washington State that can rebuild and replace to ecu and has the computer programs needed to replace and update the software saving the sky high prices of having the dealer replace the transmission with a new unit.

If you find yourself stuck with the high dealer prices and limited options  give us a call at 206-624-1859.

– See more at: http://kingstransmissionblog.com/#sthash.XRSoXbQW.dpuf

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Transmission shutters, slips?

posted by Marks33527 @ 8:47 AM
May 1, 2015

Transmission shudder is a recurrent problem that afflicts millions of vehicles nationwide. But while the issue is common, its causes are not always easy to find. Here’s a look at how to troubleshoot this frequent complaint.
What Is Transmission Shudder?
Drivers usually notice transmission shudder when they are driving between 40-60 mph. They feel the vehicle begin to shake, as if they just drove over a rough patch of road. The sensation lasts for 3-4 seconds, then everything returns to normal – for the time being.
The cause may seem clear: transmission issues caused by failing fluid or a slipping torque converter clutch (TCC). But is this necessarily the case? Here’s a step-by-step process for getting to the root of the problem.
• Check trouble codes, as the vehicle’s computer may tell you all you need to know about what’s causing the shudder. It may also reveal other issues with the automobile. In either case, it’s important to fix codes before proceeding further.
• Use your shop scanner to monitor the vehicle when the shudder occurs. Note whether or not the TCC slips at the same time. If so, then you have located the problem. If not, then the issue may not be with the transmission at all, but with the engine. Common engine-related causes of shuddering include: misfiring plugs, a mis-calibrated vehicle computer, and bad fuel intake. Monitor the engine during shuddering to detect these issues.
• If the TCC does slip during the shuddering, then it is almost certainly at fault. But, before you begin replacing parts, check online for any technical service bulletins (TSB) released by the manufacturer. This may point you to the real cause when nothing else will. For example, GM recently issued a TSB for it 6T70/75 unit, explaining that shuddering is often caused by poorly connected ignition ground coils. Only after checking for a TSB-related issue should you proceed to additional troubleshooting steps.
• Shuddering is often caused by a loss of transmission fluid pressure. Adjusting the solenoid to increase this pressure may eliminate the shudder. If you suspect that the fluid is at the root of the problem, then flushing the system and adding new oil is the next step most shops take. But, before doing so, drop the pan and look for debris in the fluid. If you see this, or if you have other reasons to suspect worn components, then you will need to replace parts as necessary.
• There are additives that promise to “instantly fix” transmission shudder simply by adding them to the fluid. However, these compounds are, at best, only a temporary fix. Using them is like putting an adhesive bandage on a cut that needs stitches. A professional transmission technician should never rely on these products.
Transmission shudder is a common problem with many possible causes. It’s vital that the technician carefully troubleshoot the issue before attempting to resolve it. Taking the time to ensure that the root issue has been found will pay off in the long-term, both for the customer and for the shop’s reputation.

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Ford and Mazda CD4E transmission

posted by Marks33527 @ 8:45 AM
April 29, 2015

Ford Escape and Mazda Tribute Automatic Transmissions

The Ford Escape and Mazda Tribute both utilize the CD4E automatic transmission. The CD4E is also used in the Ford Contour and Mazda 626. These transmissions have a number of issues including loss of forward, no second gear, no third gear, and torque converter clutch failure. All of these failures stem from problems within the valve body, which is the control mechanism within the transmission.

Broken Ford Escape Input Drum Assembly

A loss of forward motion is generally caused by a broken input drum assembly. The vehicle may or may not still move if the shifter is placed in the low gear position. This failure occurs when a malfunction of the pressure control circuit causes a severe spike in operating pressure. This excessive pressure stresses the drum, causing it to fail. A pressure spike can also break the band, causing loss of the second and fourth gear. To correct problems within the valve body, we install a TransGo upgrade package. This kit tackles the problem from two directions. It upgrades the pressure control system, reducing the likelihood of a pressure spike. It also includes a failsafe valve which bleeds off excess pressure should a pressure spike occur. That way, no pressure spike will damage the band.

Torque Converter Problems on Ford Escape Transmissions

Torque converter clutch problems are caused by excessive bore wear within the transmission valve body on the Ford Escape. Early signs of a torque converter clutch malfunction are the illumination of warning lights and a noticeable drop in fuel economy, especially on the highway. Installing upgraded valves manufactured by Sonnax will permanently correct the valve body problems. If torque converter clutch problems are addressed early on, proper transmission function can be restored without replacing the torque converter or removing the transmission.

High Line Pressure Breaks the Transmission Band on Ford Escape

The CD4E transmission frequently exhibits such symptoms as lube failure, harsh shifts and solenoid line pressure instability. Wear of the pressure regulator balance circuit creates high line pressure. High line pressure can result in a broken clutch drum, causing no forward movement, and can also break the transmission band, causing no second or fourth gear. High line pressure positions the valve in such a way that reduces the flow into the converter/cooler circuits. If the vehicle goes into failsafe, the lube circuit can be shut off completely on the OEM design valve. The OEM converter regulator valve shuts off cooler/converter flow at 90 to 100 PSI. Sonnax offers a pressure regulator valve kit, with a converter regulator valve and PR valve that work together to limit converter pressure, ensuring continuous flow during a fail-safe condition.

Kings Transmission Seattle

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Transfer Case Repairs

posted by Marks33527 @ 11:23 AM
February 5, 2015

Many people with 4×4 vehicles have little understanding about how the power from the engine and transmission gets sent to all four wheels.  Lets face it few of us even care until that moment when you go to call on the four wheel drive and its not there.  Vehicles today come with full time four wheel power, power that is always engaged.  And they come with part time four wheel drive when the drive must engage a control function to engage power to all wheels.

Most of the time when you have a problem with the transfer case it gives warning with noise or in late model vehicles a warning light in the dash.

Sometimes in the older vehicle there is no warning until you get in a situation where 4×4 mode is required and it fails you.

If  you find yourself with a failed transfer case give us a call at Transfer Case Repair Seattle.  (206)624-1859

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Transmission Shift Kits

posted by Marks33527 @ 9:58 AM
February 5, 2015

Most people don’t know it but automobile manufacturers intentionally allow the transmission to slip between gear changes in order to create a smoother transition from one gear to the next. The term for this is shift overlap. In lay terms, this means the transmission is in two gears simultaneously. While this allows for a silky smooth transition between gear changes, it is not necessarily good for the transmission, performance or your wallet. Here’s why:

Shift overlap reduces the efficiency and performance of your vehicle because during shift overlap the clutches for both gears are slipping. This spells lost power, wasted fuel and added wear on the transmission clutches. Slipping also creates more heat, which is the #1 transmission killer.

Common Misconception about transmission shift kits

People either do not know that such a product exists or they are aware of shift kits but are misunderstood about what they do and what vehicle applications they are designed for. This is unfortunate because a transmission shift kit is one of the least expensive and most rewarding automatic transmission upgrades that you can make.

The biggest misconception among those that are aware of shift kits is that the kits are for high performance use only. This misunderstanding is somewhat understandable because shift kits are synonymous with high performance. For the performance junkies of the world, installing a shift kit in their street ride or off-road vehicle is a no-brainer as shift kits offer the biggest bang for the buck.

But what most people do not know is that many high performance junkies have shift kits installed in their daily driver vehicles as well. Their motivation for doing so might be slightly different but the end result is the same.

Here are some of the benefits of installing a transmission shift kit in your vehicle.
√ Optimum Performance
√ Improved shifting and power output
√ Eliminates (or drastically reduces) shift overlap and
excessive wear on clutches and banks due to slippage
√ Less heat buildup inside the transmission thus increasing
the service life of the transmission fluid and the
transmission
√ Increased fuel mileage. The added efficiency of delivering more
power to the drive wheels requires less fuel to travel the same distance.

Call us for further information.  Kings Transmission Seattle (206) 624-1859

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Flush or Not Flush the Automatic Transmission

posted by Marks33527 @ 9:42 AM
February 5, 2015

How a Transmission Flush Works
A transmission flush procedure is generally performed using equipment that either runs off the transmission pump or has its own pump built into the machine. The machines are connected to the transmission cooler lines, and while the old fluid is pumped out the new fluid is delivered at the same quantity and time. Sometimes there is a cleaning solvent that is forced back into the transmission removing deposits of old transmission fluid from parts and components or the technician performing the flush may run a solvent through the vehicles transmission before performing the flush. The cooling lines, cooler, converter and other parts are all thoroughly cleaned. One of the benefits of this procedure is that all of the transmission fluid is removed and replaced. This is different from a fluid change in which only some of the fluid is replaced. A simple fluid change cannot remove all of the built up deposits that accumulate over time as is done during a flush. Also, some of the fluid is usually stored in the torque converter potentially contaminating the new fluid that is put in. What is the point of that?
Transmission Flush Good or Bad?
I constantly hear consumer, customers and technicians debate as to whether transmission flush procedures can be harmful to a vehicle and is a transmission flush good or bad for your automobile. While many mechanics and experts agree that having a clean transmission will extend the life of a transmission, it is thought by some that the flushing procedure may not be the best way to achieve a clean transmission. One common thought is that the process, which forces liquid back into the transmission in the opposite way of the normal fluid flow, could potentially damage components or block tight passageways. When fluid is forcefully pushed back into the transmission, chunks of debris can be dislodged and possibly block narrow channels or one-way valves. When new fluid is put back in, these blockages can inhibit the normal flow of fluid through the transmission causing lubrication issues. Nonetheless, many car manufacturers and dealerships contend that these procedures are not harmful at all and help revitalize auto transmissions. MDH Motors does not use a reverse flush machine and over the thirteen years of being in the automotive repair industry I still yet to have seen a machine that flushes the fluid in reverse. Most machines just pump the new fluid in through the transmission cooler lines while containing the old fluid in a separate tank. The best transmission flush operation procedure is to:
1. Perform the transmission flush
2. Remove the pan and change the transmission filter
Doing the flush in this order while help prevent the possibility of contaminates going through your transmission and potentially causing a problem by, let’s say hanging up a valve in the valve body.
Checking your transmission fluid
In the past every vehicle had a second dipstick, other that the engine oil dipstick, which was used for checking the level of the ATF. For vehicles that are still equipped with such, checking the ATF is very easy. Most cars require that the engine be running with the transmission in park. Some require that the transmission be in neutral. Honda trucks and cars with automatics require that the engine be off. If you are not sure what your vehicle requires, you can sometimes find directions on the dipstick itself. If that doesn’t work then consult the owner’s manual.
Many new cars do not have dipsticks. On these vehicles the fluid must be checked by climbing underneath the car and removing a plug from the side of the transmission in order to see the fluid level. Some of these newer cars will still have the dipstick tube but no dipstick in it. On top of the tube you will find a plug that says in order to check the fluid level you have to take to take the car to the dealership service department. Once there, the technicians can check it with a special tool that looks just like a dipstick. This seems silly and it probably is. The reason for no dipstick is that the car builders want you to believe that you don’t need to check or maintain the fluid. Many of them actually say that the fluid they use is good for the life of the vehicle. This is not exactly true but with modern synthetic fluids, the fluid is at least good for the warranty period and that’s good enough for them. Some cars have a sensor in the transmission that will monitor fluid, and the level can be checked via the information computer located in the instrument cluster. The level is between the marks, then that is satisfactory, and no more fluid is required. If fluid needs to be added then usually it must be poured down the dipstick tube. These dipstick tubes that double as a filler tube are usually wide enough to put the end of a funnel into them. If the dipstick tube is too narrow to fit a normal sized funnel into the end of it, then there is likely a filler plug somewhere else.
Most cars also require that the engine and transmission be warmed up in order to get the most accurate reading. The reason for this is that ATF expands quite a bit as it warms up. One might believe the fluid level to be low when in reality the fluid is just cold. Many manufacturers put separate marks on the dipstick that are used if the fluid is cold, but what if the fluid is somewhere between cold and warm? This is why it’s just best to check it with the fluid warmed up. The goal when adding or checking fluid is to make sure that the fluid level is between the two are found on the dipstick. If the level is below the lower mark then some fluid must be added, but if besides looking at the level the condition of the fluid can also be examined. If the fluid contains very tiny black particles that rub off on your oil rag or paper towel this is normal, but can it can indicate that the fluid needs to be serviced. These small black particles are bits of clutch pack material that are suspended in the fluid. This is a sign of normal wear and tear but if the particles become excessive, or if the particles are metallic looking; this could indicate some major problems. The last thing you can do that can help determine fluid condition is give it a sniff. Worn out fluid will have a definite burnt smell to it and fluid from a transmission that has completely failed smells downright disgusting.

Seattle Transmission Repair

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