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 GEARS FOR THE TRANSMISSION REBUILDING INDUSTRY

JULY 2018
PHONE (805) 604-2000
TABLE OF CONTENTS

Publisher Dennis Madden

Managing Editor Rodger Bland
Technical Director Lance Wiggins
Advertising Ruben Vera KEEP THOSE TRANNYS ROLLING: SHOP TALK: STREET SMART:
Senior Designer Jeanette Troub Diagnosing Ford’s It Worked on the Road Test! GM’s AF50 8-Speed Transmission
Intelligent AWD System The 6T40 4-5-6 Drum Interchange Quandary Fluid Level and Condition Check
Graphic Artist Aurelio Peña Page 4 Page 12 Page 16

Contributing Authors:


Steve Bodofsky
Steve Garrett
Jim Cathcart
Ron Hurst SPECIAL INTEREST & TECHNICAL
Scott Shotton Thom Tschetter

ATRA Technical Staff: 4 KEEP THOSE TRANNYS ROLLING:
Rolando (Rolly) Alvarez Bill Brayton Diagnosing Ford’s Intelligent AWD System
Mike Brown Keith Clark — by Pete Huscher
Rob Faucett Pete Huscher
Darwin Upton Shaun Velasquez 12 SHOP TALK:
Jarad Warren It Worked on the Road Test!
Director of Event Services Vanessa Velasquez The 6T40 4-5-6 Drum Interchange Quandary
— by Dennis Madden
The views expressed in this publication should not necessarily be interpreted
as the official policy of the Automatic Transmission Rebuilders Association (ATRA). 16 STREET SMART:
Publication of product information or any advertising does not imply recommenda- GM’s AF50 8-Speed Transmission
tion by ATRA.
Fluid Level and Condition Check
GEARS , a publication of ATRA, 2400 Latigo Avenue, Oxnard, CA 93030,
— by Mike Brown
is published for the betterment of the transmission industry and is distributed
ten 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- 20 IN FRONT OF THE FLYWHEEL: Tips on TPS
sion industry in the United States, Canada, ATRA Members in Mexico & Europe, — by Scott Shotton
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. 28 High Output: A Look at Today’s Charging Systems
Advertisers and advertising agencies assume full liability for all content of adver-
— by Steve Garrett
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 34 Improve Your Business Through AAR
advertising copy as it deems appropriate, with or without cause. — by Ron Hurst
GEARS is designed to provide accurate and authoritative information in regard
to the subject matter covered. It is distributed with the understanding the publisher
36 UP YOUR BUSINESS:
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- I Couldn’t Wait to Tell You about This
sional person should be sought from a Declaration of Principles jointly adopted — by Thom Tschetter
by a Committee of the American Bar Association and Committee of Publishers.
GEARS also welcomes articles submitted by members of the industry. GEARS 40 SUCCESS STRATEGIES: When I’m 64
considers all articles for publication that contribute positively to the welfare of the — by Jim Cathcart
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 42 SHOP PROFILE:
submissions returned, enclose a self-addressed, stamped envelope. Mastertech Transmission, Inc.: Doing Something Very Right
— by Steve Bodofsky
Editorial and Business Offices
2400 Latigo Avenue,

DEPARTMENTS
Oxnard CA 93030
Phone (805) 604-2000
Fax (805) 604-2006
www.gearsmagazine.com
www.atra.com
2 FROM THE CEO:
POSTMASTER: Send address changes to GEARS, P.O. Box 16118, The Results Are In!
North Hollywood, CA 91615-6118
Publications Mail Agreement No. 40031403
— by Dennis Madden
On The Cover: Mastertech Transmission, Inc.,
Return Undeliverable Canadian Addresses to: in Wichita, Kansas.
Station A, PO Box 54, Windsor, ON N9A 6J5 48 POWERTRAIN INDUSTRY NEWS Be sure to read thier story on page 42.
Email: gears@atra.com
51 SHOPPERS AND CLASSIFIED Cover photo by:
Issue #226 Printed in U.S.A. Copyright ATRA 2018 Christopher Clark Photography, Inc.
56 LIST OF ADVERTISERS www.christopherclarkphotography.com

1TOC-718.indd 2 6/28/2018 07:39:10

 FROM THE CEO
E
very few years Rodger Bland
and I set out to learn more
about this industry through a
series of surveys and focus groups.
Since the first What’s Working study
in 2006, we’ve studied shop owners
(including general-repair shop owners),
consumers and automotive students.
The amount of data we’ve collected
has been staggering and it’s provided
us with insight as to what’s really
happening in the automotive repair
industry: specifically the transmission
repair industry.
You see, we can convince ourselves
of just about any reason why business
is up or down; it’s easy to find
causality or any number of problems
we might have. A lot of times we hear
people talking about the city they’re
in. I’ve heard “There’s no money
in (name that town),” only to find a
shop in that very town that was doing
gangbusters. We’ve even visited shops
in places ranked high on Forbes’ list of
America’s most miserable cities, only
to find a few shops with so much work
they could barely move.
Then we looked at the opposite
situation: cities and towns that seem
to be enjoying unparalleled success.
Same results: They have shops that are
doing well, while others, right around
the corner, can barely keep their heads
above water.
We also did a demographic study
that supported the idea that the city
2 GEARS July 2018
1frmceo 718.indd 2
population and standard of living
had little effect in the wellbeing of a
transmission shop. This study included
every state in the USA, from bustling
urban areas on the two coasts to
small towns in the middle regions.
No relationship there: they had busy
shops and slow shops, with little-to-no
correlation to their locations.
In 2013, we looked at dealer customers
and discovered that over 90% would
consider using an independent shop
for their automotive-repair needs.
It’d be easy to think these customers
were locked into the dealer, but it was
surprising to learn how little it’d take
to change their minds.
Think millennials are unmotivated
and don’t want to learn? And that
there aren’t any out there interested
in transmission repair? Think again.
The 2016 focus-group study showed
us that we’ve just done a horrible job
trying to reach these individuals in a
way that makes sense to them. Once
again, another myth that doesn’t hold
up, when examined in the harsh light
of day.
We can find any number of reasons
to explain our business ups and downs,
but in the end, the only thing that holds
up is the data.
So here we are again, looking
at a new panel of data where we’ve
surveyed over a thousand consumers
to get an inside look at their buying
habits, their views on their auto repair
by Dennis Madden
members.atra.com
needs, and the people they trust to fix
their cars. It’s broken down by gender
and age, so we not only get a general
sense from the public, but a few
outliers, too.
It’s always interesting to test
what we know against what we think
we know. Some of the data we found
surprising and then, some of it was
exactly what we would’ve expected.
But even when you think you’re right
about something, it’s always good
to have the facts to back up your
opinions.
But we didn’t stop there. We also
surveyed over 250 shops across the
country to see how their view of the
industry has changed since our last
study. Overall, we found positive
results. And, like previous studies, we
found the attitude of the shop owner
has a lot to do with the success of
their business. No surprise there; it’s
one of the cornerstones of the What’s
Working program.
A lot has changed in the transmis-
sion industry over the years. A few
things haven’t: millennial men are still
the worst customers out there for auto
repair businesses and it’s still a great
industry for those who really enjoy
the work.
Rodger and I will share the results
of our latest survey at this year’s
ATRA Powertrain Expo. Not only will
we share what we’ve learned, we’ll
even tell you what to think of it. You
have the easy part: All you have to
do is get yourselves to Las Vegas this
October.
I’ll be looking for you there.
6/28/2018 07:43:02
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 KEEP THOSE TRANNYS ROLLING

by Pete Huscher
members.atra.com

DEM & 4WDCM Code Definitions

Codes Definitions
P0562 System Voltage Low
P0563 System Voltage High
P0602 PCM programming error
P0606 ECU short/open circuit
P0932 Hyd press sensor circuit

U
P0937 Hyd oil temp sensor circuit
nderstanding and diagnosing today’s domestic all-wheel P0939 Hyd oil temp sensor circuit low
P0940 Hyd oil temp sensor circuit high
drive systems can be quite intimidating. They’re designed P0960 PCS A control circuit open
to operate in conjunction with many of today’s on-board P0961 PCS A control circuit range performance
systems, such as the engine performance system, the transmission P0962 PCA A control circuit low
control system, and the antilock brake system, which may also P1886 Oil pressure pump performance
include the vehicle ride and stability control systems. U0001 High speed CAM comm. fault
U0121 Loss comm. with ABS Module
In this issue of Keep those Trannys Rolling, we’ll look at the U2050 No valid application for DEM
diagnostic routines needed to keep Ford’s Intelligent AWD systems 4WDCM Specific Code Definitions
rolling down the road. B1317 Battery Voltage High
B1318 Battery Voltage Low
WHAT IS AN INTELLIGENT AWD SYSTEM? B1342
P1635
ECU defective
Tire/Axle out of range
Ford’s new all-wheel drive systems are referred to as Intelligent P1824 4WD clutch circuit relay circuit failure
All-Wheel Drive systems. These all-wheel drive systems are always P1825 4WD clutch circuit relay circuit open
active and require no input from the driver; there’s no mode-select U0100 Loss comm. with PCM
switch. U0121 Loss comm. With ABS
U0401 Invalid data received from PCM
These systems combine transparent, all-surface operation and
U0415 Invalid data received from ABS
are capable of handling all road conditions, including street and U1900 CAN comm. BUS fault
highway driving, and off-road and winter driving.
Figure 1: DEM & 4WDCM Code lists

4 GEARS July 2018

1pete0718-jt.indd 4 6/28/18 2:47 PM

 Figure 2: DEM Connector
HOW DOES THE INTELLIGENT AWD SYSTEM
OPERATE?
The intelligent AWD system continuously monitors
vehicle conditions and automatically adjusts the torque
distribution between the front and rear wheels.
During normal operation, most of the torque from the
transmission is sent to the front wheels. If the computer detects
wheel slip between the front and rear wheels, or if you operate
the vehicle under heavy throttle, the Intelligent AWD system
will increase the torque to the rear wheels to prevent or control
wheel slip.
DIAGNOSING FORD’S INTELLIGENT AWD
SYSTEMS
Diagnosing Ford’s Intelligent AWD system is pretty
straightforward: Simply connect a compatible scan tool to the
DLC and check for codes in the PCM, TCM, and the ABS
control module. Document all codes you receive from each of
these modules.
Before starting your diagnosis, be sure to correct all codes
in the other modules. PCM and ABS problems can interfere
with the all-wheel drive system operation.
GEARS July 2018 5
1pete0718-jt.indd 5
After you’ve corrected all codes in the other modules,
access the DEM (differential electronic module) or the
4WDCM (4wd control module) and retrieve codes from the
AWD system.
DEM AND 4WDCM CODE DEFINITIONS
See figure 1 for a list of codes you might find in the
DEM or 4WDCM.
DEM CODE DIAGNOSTIC ROUTINES
P0562 — System voltage is low. Check battery and
charging system voltage. Verify all power and ground voltages
are correct at the DEM connector. If system voltage is within
specification, replace the DEM.
P0563 — System voltage is high. Check battery and
charging system voltage. Verify all power and ground voltages
are correct at the DEM connector. If system voltage is within
specification, replace the DEM.
P0602 — PCM programming error. Attempt to clear code
P0602. If it returns, verify all power and ground voltages
are correct at the DEM connector. If voltages are within
specification, replace the DEM.
6/28/18 2:47 PM
 Diagnosing Ford’s Intelligent AWD System
Figure 4: ITCC Solenoid Connector
(early-2005)
P0606 — ECU short
or open circuit. Attempt
to clear code P0606. If it
returns, verify all power and
ground voltages are correct
at the DEM connector.
If voltages are within
specification, replace the
DEM.
P0932 — Hydraulic
pressure sensor circuit.
Check rear axle oil
Figure 3: 4WDCM Connector
temperature sensor circuit.
If the circuit is okay,
suspect a faulty rear axle oil
temperature sensor. Replace
the rear axle oil temperature
sensor.
P0937 — Hydraulic
oil temperature sensor
circuit. Check rear axle
oil temperature sensor
circuit. If the circuit is okay,
suspect a faulty rear axle oil
temperature sensor. Replace
the rear axle oil temperature
sensor.
P0939 — Hydraulic oil
temperature sensor circuit
low input. Check rear axle
oil temperature sensor
circuit. If the circuit is okay,
suspect a faulty rear axle oil
temperature sensor. Replace
the rear axle oil temperature
sensor.
Figure 5: ITCC Solenoid Connector (late-2015)
6 GEARS July 2018
1pete0718-jt.indd 6
P0940 — Hydraulic oil
temperature sensor circuit
high input. Check rear axle oil
temperature sensor circuit. If
the circuit is okay, suspect a
faulty rear axle oil temperature
sensor. Replace the rear axle oil
temperature sensor.
P0960 — Pressure control
solenoid A circuit open. Check
ABS wheel sensor PIDs to
verify that the ABS module is
transmitting the correct wheel
speed to the DEM. Check for
fluid leaks from the active on-
demand coupler. If you don’t
find any leaks, check the PCS
A circuit. If the PCS A circuit is
okay, replace the DEM.
P0961 — Pressure control
solenoid A circuit performance. Check
ABS wheel sensor data to verify that the
ABS module is transmitting the correct
wheel speed to the DEM. Check for
fluid leaks from the active on-demand
coupler. If you don’t find any leaks,
check the PCS A circuit. If the PCS A
circuit is okay, replace the DEM.
P0961 — Pressure control solenoid
A circuit low. Check ABS wheel sensor
data to verify that the ABS module is
transmitting the correct wheel speed to
the DEM. Check for fluid leaks from the
active on-demand coupler. If you don’t
find any leaks, check the PCS A circuit.
If the PCS A circuit is okay, replace the
DEM.
P1889 — Oil pressure pump
performance. Install a new, active,
on-demand coupler oil pump. If the
code returns, install updated DEM kit
#4C016, available at your local Ford
dealership.
U0001 — High-speed CAN
communication error. Check high speed
CAN bus system wiring and connection.
Repair as needed.
U0121 — Loss of communication
with ABS module. Check CAN
communication system. Check wiring
and connections. Check ABS module
power and grounds. If CAN system and
ABS module power and grounds are
okay, suspect a faulty ABS module.
U2050 — No valid application for
DEM. Reconfigure the DEM using as-
built data.
6/28/18 2:47 PM
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 Diagnosing Ford’s Intelligent AWD System
4WDCM CODE DIAGNOSTIC
ROUTINES
B1317 — Battery voltage high.
Check battery and charging system
operation. Repair as needed.
B1318 — Battery voltage low.
Check battery and charging system
operation. Repair as needed.
B1342 — ECU defective. Attempt
to clear code B1342. If the code returns,
check the 4WDCM power and ground
circuits. If power and ground circuits
are good, replace the 4WDCM.
P1635 — Tire or axle out of
8 GEARS July 2018
1pete0718-jt.indd 8
Figure 6: 2010 Escape AWD wiring schematic
acceptable range. Check for correct tire
sizes. Check tire pressure. Check ABS
system for wheel speed sensor fault. If
wheel speed sensor fault exists, repair
as needed.
P1824 — 4WD clutch relay circuit
failure. Check 4WD clutch relay circuit.
Check active, on-demand coupler
circuits. If the coupler circuits check
out okay, suspect a faulty active, on-
demand coupler or a faulty 4WDCM.
P1825 — 4WD clutch relay circuit
open. Check 4WD clutch relay circuit.
Check active, on-demand coupler
circuits. If the coupler circuits check
out okay, suspect a faulty active, on-
demand coupler or a faulty 4WDCM.
U0100 — Loss of communication
with PCM. Check the CAN
communication system. Check PCM
power and ground circuits. If the CAN
communication system and the PCM
power and ground circuits are okay,
suspect a faulty PCM.
U0121 — Loss of communication
with ABS. Check the CAN
communication system. Check ABS
module power and ground circuits.
6/28/18 2:47 PM
 DON’T
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 Diagnosing Ford’s Intelligent AWD System

Figure 7: 2015 Taurus AWD wiring schematic

If the CAN communication system and
the ABS module power and ground
circuits are okay, suspect a faulty ABS
module.
U0401 — Invalid data received
from PCM. Check data coming from
the PCM for being out of range. Repair
as needed.
U0415 — Invalid data received
from ABS module. Check data coming
from ABS module for being out of
range. Repair as needed.
10 GEARS July 2018
U1900 — CAN communication
bus fault. Check CAN communication
system, wiring, and connections. Repair
as needed.
Refer to the appropriate service
manual for your specific vehicle’s
diagnostic routines.
Well, there you have it: a quick
look at the diagnostic routines needed
to keep these intelligent AWD systems
rolling down the road.
With a basic understanding of
how Ford’s Intelligent AWD System
operates and interacts with other on-
board systems, you should have no
problem diagnosing and repairing them.
And with a better understanding of
how these AWD systems operate, you
should have no problem keeping those
trannys rolling.

1pete0718-jt.indd 10 6/28/18 2:47 PM

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Ads_July2018.indd 11 6/28/2018 07:52:57

 SHOP TALK

by Dennis Madden
members.atra.com

F
or years, we rebuilders have
made changes to transmis- GEN I GEN II
sion functionality by either Ring Tower (4 Rings) Ring Tower (3 Rings)
interchanging parts, installing
upgrades, or making valve body
modifications. It’s just part of
the business. A little tweak here,
a slight modification there, and
presto! it’s ready for the road test.
A quick drive on our “road
test course” and we’d either
deliver the car or work on it some
more. The road test was the great
qualifier and we’d know just how
to use it to check our work.
That method worked pretty
well 40 years ago when I was a
rebuilder and it works pretty well
today, too… for the most part.
But looking back, I can remember
modifications and “upgrades” that
I thought were the right way to go, Figure 1
but, knowing what I know today,
I’d either do something different or not Here, we’ll cover a common GEN II. During this upgrade, several
make the modification at all. interchange scenario with the General things changed:
You see, the seat-of-the-pants test Motors 6T40 4-5-6 clutch drum 1. Valve body
always doesn’t give us the complete assembly. The 6T40 was introduced in 2. Valve body solenoids
story; sometimes we may not realize 2008 for the Chevy Malibu. In 2009, 3. TECHM
the true effects of our work until it was added for the Saturn Aura and 4. Pump
months later. We saw this with ideas then in 2010 it became standard on a 5. Case
like removing the 3-4 clutch release range of GM vehicles. 6. Friction material for all
springs on the 4L60E. Great idea… The 6T40 has undergone several clutch packs
until we learned that it made things changes over the years, the most 7. Piston return springs for all
worse. We can go through a list of significant of which began in 2012. clutch packs
great ideas that didn’t work; this one So much so that the early and late 8. Wave plates removed
deals with the 6T40. transaxles are referred to as GEN I and 9. 4-5-6 clutch drum assembly
12 GEARS July 2018

1ShopTalk 718 v2.indd 12 6/28/2018 07:44:28

 There were additional parts
changes, but let’s stop here with the
GEN I GEN II
4-5-6 clutch drum assembly. The Frictions and Steels Frictions and Steels
issue at hand is ring tower and 4-5-6
clutch wave plate failure for GEN I
transaxles. The Gen II version didn’t
have a wave plate and the ring tower
seemed to hold up much better than
the one in the earlier version.
So you get a GEN I unit with
a wiped out clutch due to a broken
wave plate and a ring tower that’s
worn out. One solution is to upgrade
to the GEN II ring tower and 4-5-6
clutch drum assembly. You make the
swap and it drives pretty well on the
road test. “Wow! That was a great
idea! I think I’ll make that upgrade
on all my early units!” you think.
Not so fast. Let’s take a closer
look at these parts and see what
Wave Plate
really happens with this “upgrade.”
First we’ll revisit the changes and Figure 2
examine the differences. An obvious
difference is the ring tower. GEN I The 4-5-6 clutch drum assemblies This is significant and enough of a
uses four sealing rings while GEN II only look similar at first glance, but a difference that we need to know more.
uses three (figure 1). The 4-5-6 clutch striking difference is that the fluid dam So what is this fluid dam and why
pack for GEN I uses four frictions and on GEN I models has an inner and is it used? It’s a pretty simple concept:
a wave plate, while the GEN II uses five outer seal, while the GEN II version is When you release a clutch drum,
frictions and no wave plate (figure 2). missing the inner seal (figures 3 and 4). there’s still oil trapped behind the

GEN I (with Inner Seal) GEN II (without Inner Seal)

Figure 3 Figure 4

GEARS July 2018 13

1ShopTalk 718 v2.indd 13 6/28/2018 07:44:35

 It Worked on the Road Test! The 6T40 4-5-6 Drum Interchange Quandary

piston. There’s no pressure

preventing the piston from
fully releasing; it’s just…
present. It’s just there.
If you spin up the drum,
like during a kickdown
maneuver, centrifugal force
throws the oil toward the
piston edge with enough
force that it can actually
move the piston and drag
the clutch. You can use
a heavier piston return
spring, but now you have
to overcome applying the
piston, especially during
low-pressure conditions.
One answer is the
fluid dam. This isn’t a new
idea. The first unit I recall
using this concept was the
AX4N. They called it a
return piston but it worked
the same way. The idea is
to have fluid present on
both sides of the piston:
the fluid that’s causing our
problem and fluid on the
return-spring side as well.
Now, when you spin
up the drum during full-
throttle, centrifugal force is
working on both sides of the
piston. And since it’s only
in effect during high RPM,
there’s no downside during
normal shifting. What a
great idea!
Now let’s get back to
our 6T40. The return piston
on the GEN II versions is like the
piston in every other transmission that
uses this concept: no inner seal. But
the GEN I version has an inner seal.
Why might that be?
To answer that, we’ll need to
look at the oil schematics. Let’s start
with the GEN II version (figure 5).
Like other transmissions that use
Figure 5 this concept (even going back to the
14 GEARS July 2018

1ShopTalk 718 v2.indd 14 6/28/2018 07:44:41

 Figure 6
AX4N), the valve body simply dribbles
oil into the fluid dam circuit. It’s never
pressurized because there’s no inner
seal. For it to work, it just needs a tiny
bit of oil.
On the 6T40 you can see that it
gets the oil from many sources, so,
as the transmission is working and
shifting, there are several valves just
squirting a bit of oil into the fluid
dam circuit.
But the GEN I system is different.
It uses a regulator valve to feed the
fluid dam circuit (figure 6). This valve
(the compensator feed regulator valve)
delivers low pressure to the fluid dam.
The principle is the same: Balance
the centrifugal force of the oil to both
sides of the piston, but for reasons
that escape me, they decided to use
a regulator.
GEARS July 2018 15
1ShopTalk 718 v2.indd 15
Now you see the need for the inner
seal and the 4th sealing ring. For the
regulator to work properly, you have to
contain the oil so it can actually reach
the regulator’s pressure setting.
Let’s spoil that whole idea now by
using a GEN II ring tower and drum
assembly. With the 4th ring and inner
seal of the fluid dam missing, the
regulator no longer regulates; it just
sits there wide open (figure 7). Now
you have a leak that’s only contained
by any restrictions in the system,
through the channeling and f luid
passages, but for all intents and purposes,
you’ve got a hefty leak on your hands.
“But it worked okay on the road
test,” you say. Providing the pump can
overcome the leak, you may not notice
much of a problem. But, over time,
you’re likely to have it fall out of gear
Figure 7
at a stop or exhibit some other low-
line-pressure related complaint.
For me, the swap is a non-starter
(and we haven’t even gotten into the
frictions and wave plate changes).
I’ve seen a lot of upgrades, modifica-
tions, and innovations over the years,
and this industry always finds a way
around nagging problems, but this
one needs to go back on the shelf
for review.
And besides, I’m sure a better
solution is right around the corner.
Thanks to Dalyn Hester at Whatever
it Takes Transmission Parts, Inc. for
supplying the parts for the research
of this article.
6/28/2018 07:44:46
 STREET SMART

by Mike Brown
members.atra.com

R
emember the good old day’s
when you just opened the
hood pulled out the dip-
stick, wiped it off, stuck it back
in, and pulled it out? Just like
that, you knew if the fluid was low
or not.
You could look at the fluid
on the stick and tell a lot by its
condition. Was it burnt, varnished,
or nice and red? And if you
needed to add fluid, you’d just
grab a quart of Type F or Dexron FLUID LEVEL PLUG
off the shelf.
Those days are pretty much
gone for good.
Take a look at what you need
to do to check the fluid on GM’s
AF50 8-speed
Figure 1
FLUID LEVEL CHECKING
PROCEDURE
1. Start the engine with
the A/C off. 5. Raise and support the vehicle. The the recommended automatic
2. Wait until the transmission fluid vehicle must be level, with the transmission fluid. This
temperature reaches 35º–45ºC engine running and the shift lever transmission requires AW-1 fluid.
(95º–113ºF). in park. It’s very important that the fluid
3. Move the shift lever to all positions 6. Remove the fluid level plug on the is up to temperature. The AW-1 fluid
from park to drive, waiting at least bottom of the transmission, and is a full-synthetic fluid. It has a high
two seconds at each position. see if the fluid dribbles out or not expansion rate; if you don’t check it
4. Repeat step 3 and then shift back (figure 1). If not, the fluid is low. at the right temperature, it’ll create
into park. 7. If you need to add fluid, use only several problems.
16 GEARS July 2018

1brown 718.indd 16 6/28/2018 07:46:07

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4:39 PM
 GM’s AF50 8-Speed Transmission Fluid Level and Condition Check
If you check the fluid level when
it’s too cold, when the transmission
comes up to operating temperature,
it’ll be overfilled. The fluid will make
contact with the geartrain, which will
aerate it, leading to shift troubles,
converter shudder, and fluid leaking
out the vent (figure 1).
Some residual automatic trans-
mission fluid will dribble from the
fluid level-setting hole when you first
remove the plug; that’s normal.
Insufficient automatic transmis-
sion fluid level will cause the oil pump
to draw in air, reducing line pressure.
This causes clutches to slip, resulting
in problems such as a burned clutches.
The fluid filler plugs installed at
locations 1 and 2 (figure 2) from the
vehicle assembly plant are one-time
use. They have an interference fit and
don’t have O-rings. You only need
to remove one; whichever is easiest
to reach.
Once removed, you must replace
these plugs with new ones. The replace-
18 GEARS July 2018
1brown 718.indd 18
FLUID FILL PLUGS
Figure 2
ment plugs come with an O-ring. Lubri- 2. Replace all of the rubber seals. The
cate the seal with AW-1 fluid and install coolant will attack the seal material,
the O-ring before installing the plug. which will cause leaks.
If no fluid comes out after you 3. Replace the torque converter.
remove the plug and the temperature 4. Flush the cooler lines.
is within the specified range, add Check that the automatic trans-
fluid until it runs out as a steady mission fluid isn’t discolored.
stream. Install and tighten the new You can’t change the transmission
transmission oil drain plug to 6 lb-ft filter to help increase the life of
(8NM). your transmission. Changing the
Check that the automatic trans- transmission fluid will help.
mission fluid is free of foreign matter. It is important not to mix fluid.
If the automatic transmission fluid is Use the correct, AW-1 fluid only.
cloudy, suspect water contamination. And that’s not just smart: that’s
Inspect the cooling system. street smart.
Caution: The antifreeze or water
will deteriorate the seals, gaskets, and
the glue that bonds the clutch material
to the pressure plate. Both conditions
may cause damage to the transmission.
If antifreeze or water has entered
the transmission:
1. Repair the source of the water; usu-
ally the leak is from the transmission
cooler in the radiator or it could be a
water leak through the vent.
6/28/2018 07:46:11
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 IN FRONT OF THE FLYWHEEL
A
faulty throttle position sensor
(TPS) or accelerator pedal po-
sition sensor (APP) can cause
engine or transmission issues. Hesita-
tions, surging, hard starting and a va-
riety of transmission shifting problems
are only a few of the issues a failing
TPS or APP can cause.
Although they aren’t high failure
items, we do need to know how to
diagnose them properly, especially
when they don’t set a diagnostic trouble
code.
In this issue, we’ll explore some
techniques for testing potentiometers.
For the remainder of this article we’ll
use TP sensors to illustrate testing.
Figure 1: A known good TPS sweep performed with a DSO.
20 GEARS July 2018
1scottshotton0718.indd 20
Scan Tool Testing
The first step in almost every
diagnosis is to connect a scan tool to
check DTCs and live data. Using live
data to view TPS voltage is a good start.
Most technicians are very visual people,
so graphing TPS voltage allows you to
take full advantage of the scan tool’s
capabilities.
With the key on, engine off, observe
the TPS as you move the throttle slowly
from closed throttle to wide-open
throttle and back again.
Then examine the graphed data for
a few things: What are the minimum and
maximum voltages? Do the voltages
match the vehicle’s specifications?
Does the signal move smoothly as you
by Scott Shotton
The Driveability Guys
exercise the accelerator pedal? Finally,
are there any dropouts in the signal
voltage?
If any of these tests fail, your next
step would be to test the TPS wiring
before condemning the TPS.
There’s a disadvantage to this
test: the refresh rate of the scan tool is
too slow to catch small glitches in the
signal. Because the scan tool grabs
pieces of data, there are spaces between
the points that the scan data screen
displays. If an extremely small glitch
happens to fall in between these sample
points, it won’t show up on the screen.
So a gross failure will be obvious
while a small or intermittent failure
may not show up. These small glitches
6/28/18 3:02 PM
 are often the cause of failures that quite
often won’t set DTCs. In these cases,
you may have to rely on other testing
techniques.
Voltmeter Testing
Another option is to measure the
TPS voltage with a voltmeter. Set the
voltmeter on DC voltage and probe the
TPS signal wire with the positive lead.
Connect the negative lead to ground.
For the sake of accuracy, it’s always a
good idea to use the TPS ground wire
itself since this is where the TPS gets
its ground.
If the PCM is accessible, it’s always
a good idea to make connections there
instead of the TPS itself. This will allow
you to test the wiring and connections
at the same time as the sensor. Then
perform the key on, engine off throttle
sweep, just as you did with the scan
tool.
Figure 2: You can see glitches in the TPS that were causing driveability or shifting issues.
GEARS July 2018 21
1scottshotton0718.indd 21
In the case of a voltmeter test,
you’re looking for the same things you
did with the scan tool. How low and
high do the voltages go and are there
any dropouts?
Again, there are drawbacks to this
test: Because the voltmeter’s sampling
is also relatively slow, it may also miss
some of the small dropouts just like the
scan tool.
To increase the voltmeter’s
sensitivity, you may want to turn the
Min/Max feature on if your voltmeter
is equipped with it. That will increase
the sampling rate of the test and may
provide better results. If your meter
has a peak Min-Max feature, that will
increase the sampling rate even further.
Both techniques, scan data graphing
and voltmeter testing, can easily show
you a serious failure but may not reveal
those pesky intermittent issues. Let’s
move on to the most effective technique
for testing potentiometers: oscilloscope
testing.
Oscilloscope
Testing
A digital storage oscilloscope
(DSO) is the best choice for testing.
Most DSO’s sample rates are extremely
fast and will be able to catch all the
little glitches that the previous tests may
miss.
Connect the DSO exactly the same
way you did the voltmeter. Most TPSs
are a 0-to-5 volt signal, so set the DSO
with 0 volts near the bottom of the
screen and 5 volts near the top.
Be sure to use the real estate of
your DSO screen; that is, make the
TPS signal fill the entire screen to
make analysis easier. Set the time base
relatively slow since the TPS isn’t a fast
signal like a fuel injector or a crankshaft
position sensor.
6/28/18 3:03 PM
 Tips on TPS
An additional note on
DSO setup: if your DSO
has an adjustable sampling
rate, be sure to turn it all the
way up to its fastest setting
to avoid missing any small
issues. Also, if your DSO is
equipped with filters, shut
them off. By doing these
two things, you make sure
you won’t miss anything
when you obtain the scope
capture. If desired, you can
always turn the filters back
on later.
A good TPS capture
should look like figure 1.
This vehicle has a closed
throttle voltage of 800
millivolts and a wide-open
throttle voltage of about Figure 3: With DSO connections made at the PCM, you can observe signal dropouts caused by loose
4 volts. In addition, the connections at the TPS connector.
transition from closed to The next vehicle is another voltmeter set on Min/Max would have
open and back again is smooth and example of an intermittent issue that probably caught this issue too. Second,
shows no sign of dropouts or glitches. wasn’t setting DTCs. In this case, the backprobing the TPS connector could
The next TPS capture (figure technician made the connections at have temporarily “fixed” this issue and
2) is from a Chrysler that exhibited the PCM connector. Figure 3 shows the TPS would have tested good on the
intermittent surging, unwanted shifting dropouts almost all the way to 0 volts. DSO. This is why testing at the PCM
during light throttle, and occasional On this vehicle the TPS wasn’t the connector is a good idea whenever
engine stalling. The PCM stored no fault, but the TPS signal definitely had possible.
DTCs and you could easily duplicate an issue. Poor connections at the TPS The last vehicle is a 2001 Dodge
the problem during a test drive. were causing loss of signal to the PCM. Ram 2500 with a 5.9-liter Cummins
The closed and open voltages The technician checked the pin tension diesel engine. The customer’s complaint
matched this vehicle’s specifications but at the TPS connector and found it loose. is erratic shifts between gears at cruising
notice the glitch in both the ascending He replaced the female pins inside the speed and the MIL comes on.
and descending portions of the signal. connector, which resolved the issue. During testing, the technician
This is the bad spot that was causing all There are two things you should retrieved a P0122 APP. The technician
of the customer’s issues. know about this capture: First, a replaced the APP and the problem still

Figure 4: A series of good TPS sweeps — key on, engine off — doesn’t always reveal the problem.

22 GEARS July 2018

1scottshotton0718.indd 22 6/28/18 3:03 PM

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Ads_July2018.indd 23 6/28/2018 07:52:58

 Tips on TPS

existed. Then he scoped the

APP at the ECM connector,
and performed several
key on, engine off throttle
sweeps (figure 4): no issues
appeared.
The technician started
the engine, and opened and
closed the throttle again
(figure 5). Obviously he
couldn’t open the throttle
all the way with the engine
running and the vehicle in
park, but you can still see an issue in the
DSO capture. This is noise or electrical
interference. The problem is something
that causes interference only when the
vehicle’s running.
Ignition systems are often to blame
for unwanted interference, but we can
take that off the table because this
vehicle, being a diesel, doesn’t have an
ignition system.
The alternator, on the other hand,
could be an issue. So the technician
moved the DSO leads to the alternator
Figure 5: With the engine running, you can see electrical noise on a DSO that you’d miss
using a voltmeter or scan tool.
and changed the settings to AC voltage. and interference that cause some of our
The alternator ripple reached almost 1 “hair-pulling moments” become easy
volt (figure 6). to see using proper oscilloscope testing
On this RAM, the alternator techniques.
was causing the interference due to
bad rectifier diodes. The technician Do you have any engine or electrical
replaced the alternator and all the issues diagnostic issues you’d like to see addressed
disappeared. in the future? Let Scott know. Send him an
As you can see, we have multiple email at scott@driveabilityguys.com and
choices for testing TP and APP sensors. you just may have your question covered in
All of them have some value, but using a future issue of GEARS Magazine.
a scope is always going to be your best
option. The small glitches, dropouts,

Figure 6: A test of alternator ripple reveals the cause of the stray voltage in the APP signal.

24 GEARS July 2018

1scottshotton0718.indd 24 6/28/18 3:03 PM

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 2018
Technical
Learn more...Earn more! Seminar
There’s no better way to prove your shop’s competitiveness than by making sure your
continuing education and training always remain a priority. Let’s face it, technical training
reduces diagnostic and labor times, slashes comebacks and no-goes, and enhances your
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ad template.indd 1 6/29/18 10:47 AM

 Table of
General
• AWD SYSTEMS
-
-
General System Overview
Transfer Coupling
• VARIABLE LIFT
CAMSHAFT SYSTEMS
- Introduction
Contents
- Diagnostics, Tire Wear, Codes • MP TRANSFER CASE General Motors
- Rolling Circumference Test - K Truck, Service 4WD Message,
• GETRAG 760 TRANSFER DTCs Set, Various Other Issues • 4L60E/65E/70E • 6L80
CASE • CHEVROLET/GMC - Burnt/Leaking 3-4 Clutch - Tailshaft Bushing Failure
- Introduction and FULL SIZE K TRUCK - No Reverse • 6L80/90
Service Information - Front Differential Failure/Noise/ • 4L60/65E - Burnt Slipping 1-2-3-4, 4-5-6,
- System Operation Clunk - Harsh Shifts 3-5-R Clutches
- ABS Light On, Trac Off, Service • NEW GM RPO PROCESS - Neutrals on the 2-3 Shift, • 8 AND 9 SPEED
Traction Control System Light - For 2018 and Later Applications Repeat 3-4 Clutch Failure APPLICATIONS
On, Service Stabilitrak Light On • GM VEHICLES - Slips and Chatters - Selective One-Way Clutches
• MP1625, MP1626, - Reprogramming with the Same - TCC Shudder (SOWC)
MP1222, MP1225, MP1226 Calibration Files • 6L45/50/80/90 • LCT 1000
- Transfer Case Updates • 6L50/6L80/6L90, - Damaged 1-2-3-4/3-5-R Clutch - No Reverse
• MP1625, MP1626, 8L45/8L90 Drum Bearing Seal - Harsh Downshift at Times
MP3010, MP3023, - Driveability Issues with 4 • 6L80/90 - 1-2 Flare, 3-2 Downshift Bump
MP3024, MP3025G Cylinder Mode, TCC Applied - Burnt/Slipping 4-5-6 Clutch, - Pressure Tap Size
- Service 4x4 Message Possible • 6T70/75, 6L50 Possible Transmission Overheat, • 6T70/75
DTCs C0392, C0396, C0398, - Transmission/Engine Driveability Cooler Flushing Issues - Delayed Engagement, Delayed
C0306, C039E, C038D Set, Issues, Engine Misfire 3.6L, or Neutral on 5-4 Kickdown,
Likely Intermittent - Thermal Valve
3.0L V-6 P0756
• AF33-5/4L60E • ALL GM VEHICLES • 6T30, 6T40/45
- Engine Misfire Before and/or - TCC Slip, No Apply, P0741
- Jumps While Driving 45mph After Repairs, Shudder, Harsh Possible
Shift, Surge
• 6L50 • 6T40
- Surge at Idle While Stopped in
Ford - Communication Issues, Possible
DTCs, Engine Driveability Issues
Drive Range
• 6T30/35
• 6L80/90 - 1-2-3-4 Snap Ring Pops Out
• 6F35 • 6R140 - Pump Service, Low Line Pres- After Repair
- Harsh Engagements, DTC - Transmission Overheating, sure, Slips Forward/Reverse
P0C27 Erratic Cooler Flow • 4T65E
- Slips/Harsh 1-2, 3-4, Flares at • 6L80/90, 8L90, 10L80/90 - Harsh Shifts, P0722, P0723
- DTC P054F - Garage Shift Clunk All • CVT-7, JF015E
Times
- Harsh Engagements, No Codes - Worn/Damaged Forward 1-2-3- • 6L45/50, 6L80/90 - Characteristics Chevrolet Spark,
- DTC P0760, P0763 4 Clutch Regulator Valve - Pan and Filter Combo Barina, Beat
- Flexplate Update, Knocking - Solenoid, Transmission Range, - Hard Shift After Repairs • ALL RWD VEHICLES
Noise Speed Sensor Codes - 2-6 Clutch Failure, 2-6 Clutch - Front Seal Leakage After Repair,
- Torque Converter Update, - Various DTCs Set, Various Support Bushing Failure Worn Front Seals
Broken Lugs, Noise, No Symptoms, Diesel Applications
Movement - High Transmission Temp,
• 6R80
- Dropping out of 5th and 6th
Transmission Overheating Chrysler
• DPS6
Gear - No Start and/or No Movement, • CVT2 - Third Gear Powerflow
- Harsh/Firm 5-4 Downshift, Loss of Power with DTCs - P0730, Ratio Codes
Reprogram - Fourth Gear Powerflow
U0100, U0101 and/or U1013, - Whining Noise, DTC P0218 - Fifth Gear Powerflow
• 6R60 P0606 • 68RFE
- DTC U0101, U1900 and/or Falls - Sixth Gear Powerflow
• 4R44/55E - Delayed Engagements
Out of Gear - Seventh Gear Powerflow
- Clunk When Coming to a Stop - Fluid Leakage, Case Cracked
• 4R70W - Manual Shaft Seal Leak - Eighth Gear Powerflow
- Squawk on Take Off or • CD4E - Filter Replacement
Coast Down Shift - DTC P0715 and P0717 • 42-48RE SERIES
- Voltage Issues - Solenoid Connector Removal
• 48RE - Pump Assembly
Imports - Cooler Check Valve
• 42-48 SERIES
- Pump Gears Removal
- No 4th or TCC, P0740-P0783 - Pump Gear Disassembly
• P111 - Speed Sensor Identification - No Reverse - Internal Component Disassembly
- No Start, No Movement - Shift Solenoid Location • 45/545/65/66/68 RFE - Geartrain Disassembly
• RE5R05A and Specifications SERIES - P4 Snap Ring Special Tool
- No Start After Flywheel - Valve Body Identification - DTC P0869, Line Pressure High - P1 Planet and Sun Gear Removal
Replacement - Air Check Locations • 545RFE
- Reprogramming the TCM - P2 Planet Removal
- Servo Identification - No Reverse
• RE0F10A/B - P2 Ring Gear and Trust Bearing
- Servo Travel - Kills the Motor
- DTC P17F0/F1, Shudder or - P4 Sun Gear, Planet and D/C/E
Violent Shaking
- C3 and C4 Clutch Drum Identifi- • 62TE Clutch
cation - DTC P0935, P1745
• A340, AW30-40LE - C1 Clutch Drum Identification • 845RE - C Clutch Assembly
- No Reverse, No 3rd After Repair - B2 Brake Identification - Introduction - P3 Ring Gear, C and E Clutch
• A750F - Sprag Rotation - Clutch Application Chart - Setting Clutch Clearance
- P2716 Set - Solenoid Application Chart
- C2 Clutch Drum Identification - Clutch Drum Specifics
• U151 - B2 Brake Snap Ring - Failsafe Operation
- Tie-Up, Damaged Clutches - Valve Body Exploded View
- Service Information - Gear Ratio Chart
• U880 - Service Procedures • 45RFE
- Introduction - ECM Reset - Over-Temperature DTC Set
- Internal Component View
- Gear Ratio • HONDA 3 SHAFT - Reverse Powerflow • ALL CHRYSLER VEHICLES
- Line Pressure Test - DTC P0780 - First Gear Powerflow - P1790, P0720, P0731,
- Clutch and Band Application - TCC Issue - Second Gear Powerflow Erratic Shifts
Chart • A5HF1
- Shift Solenoid Operation - No Upshift After 3rd Gear

ad template.indd 1 4/27/18 10:38 AM


T
he longer I’m around, the more
I realize the importance of the
basics. How many times have
you tackled a complex vehicle issue,
only to find the problem was something
really basic?
With each year’s seminars, I find
that we likely have some information
that deals with system powers and
grounds. The more complex the
system, the greater the need for a
proper power supply and ground.
Vehicle charging systems have
become heavily taxed with the advent
of more and more controllers and
vehicle options. If the charging system
isn’t providing the voltage and amperage
required, it’ll likely cause issues with
the operation of various systems, in-
cluding the transmission. Understanding
today’s charging system technology is
key, not only to diagnosis, but also suc-
cessful vehicle repair.
So let’s look at a typical charging
system used in today’s GM, Ford,
Honda, and Chrysler applications.
Regulated voltage control (RVC)
systems used on today’s vehicles are
quite different from the designs used
just a few short years ago.
As with systems of the past,
today’s charging systems still come
down to some basic components:
battery, alternator, and some method
of controlling the system voltage and
amperage; generally a module.
28 GEARS July 2018
1SteveG_0718.indd 28
One of the differences with today’s
systems is that they must do much more
than in the past. The charging system
now helps improve fuel economy as
well as charge the battery and supply
supplemental power to operate the
vehicle’s electronic systems.
To perform its duties, today’s
charging systems have several modes
of operation:
• Battery sulfation mode — increases
the charging system output after
a specific time (usually around
45 minutes) if the battery state of
charge (SOC) is still low.
• Start-up mode — after start, the
system typically ramps up the output
to at least 14.5V for a minimum of
30 seconds.
• Fuel economy mode — the system
lowers the voltage to 13 volts or less
to reduce the load on the engine and
improve belt life.
• Headlamp mode — with increased
demand, the system will increase
voltage output.
• Voltage reduction mode — reduces
voltage output when the battery is
at 80% or greater and the electrical
demand is low.
• Windshield de-ice mode — monitor the battery voltage and current
increases output when the de-icing
grids or seat heaters are turned on.
• Charge/normal mode — designed to
maintain an 80% state of charge.
• Deceleration mode — during decel-
by Steve Garrett
members.atra.com
eration, the charging system output
may increase. This helps accomplish
a couple goals: increase the charge
rate without sacrificing fuel economy,
and help the vehicle decelerate, simi-
lar to hybrid regenerative braking.
SYSTEM CONTROL
Today’s charging systems work
together with the controllers on
the vehicle. This may be with the
PCM, BCM, ECM, or a standalone
module, depending on the application.
Information for system operation is
carried over networks such as CAN
and LIN, or it may be hardwired
between the alternator and a specific
module.
Some alternators have internal
regulators, which are controlled typi-
cally by a PWM signal from a module,
such as the PCM. Chrysler and others
have the voltage regulator mounted
inside a vehicle computer, such as the
PCM.
VOLTAGE/CURRENT
SENSING
GM and Honda are examples of
charging systems that use a device to
flow.
GM uses a battery sense module
on some applications, which is typical-
ly mounted to one of the battery cables.
The sensor module uses a Hall Effect
6/28/2018 07:47:18
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 High Output: A Look at Today’s Charging Systems

sensor, which provides a 128 HZ PWM
signal to the BCM (Body Control
Module). The sensor stays powered up
even when the key is off, so the BCM
can identify parasitic drain.
Honda applications use an electrical
load detector (ELD), which is typically
located in the underhood fusebox. The
function of the electrical load detector is
very similar to a battery sense module.
The PCM supplies five volts to the
electrical load detector. The electrical
load detector grounds the circuit,
providing a voltage signal between
0.3–4.50 volts to the PCM. The higher
the voltage, the lower the charging system
output, while a lower voltage indicates a
higher charging system output.
fuel economy mode, which is designed
to lower the charging system voltage by
reducing the alternator field strength.
Technicians often diagnose this
mode as a faulty charging system, only
to find out that the vehicle operates the
same even with new parts installed.
Simply applying maximum load to the
vehicle’s electrical system will cause
the PCM/ECM to respond, raising
charging system voltage.
GM also designed this system to
identify battery sulfation. In response,
the PCM/ECM will command the
charging system’s voltages to increase
to as high as 15.5 volts, even when
there’s no electrical load. Sulfation
mode will typically last less than five
minutes at a time, so, as the timer
expires, the system will return to
normal charging operation.
The BCM is the brains of the
operation, but the PCM is the module
that actually controls charging system
operation. The PCM controls the
signal to terminal L of the alternator to
control system output.
Terminal L — Terminal L is
designed to control the charging
system. Terminal L feeds the signal
to a regulator inside the alternator.
The PCM/ECM sends five volts to
alternator terminal L. When the system
requires an increase in output, the
PCM/ECM will change the circuit
duty cycle, which will cause the

GM
Starting around 2004, GM
introduced its regulated voltage
control (RVC) charging system.
You can identify the system by
looking for the battery sensor or a
2-wire connection at the alternator.
GM has two versions of this
system: regulated voltage control
and standalone regulated voltage
control (SARCV) (figure 1).
The standalone regulated
voltage control system wasn’t used
for long. Standalone regulated
voltage control systems used
its own module to control the
charging system, known as a
generator battery control module
(GBCM).
The GM regulated voltage
control system can vary from 11.5
–15.5 volts. As with other systems
in use today, the GM system has a Figure 1

30 GEARS July 2018

1SteveG_0718.indd 30 6/28/2018 07:47:23

 regulator to change the voltage set to the alternator: generator monitor GEN COM — Generator com-
point. (GEN MON) and generator command mand controls the system output. The
The duty cycle can range from (GEN COM). GEN MON and GEN PCM sends a 128 HZ PWM signal to
10% to as high as 90%, with the higher COM are similar to terminals F and L the alternator GEN COM terminal.
duty cycle creating a higher voltage on a GM system (figure 2). The duty cycle varies from 3% to 95%
charging rate. If an open circuit
occurs, the system will default to a
charging voltage of 13.2–13.8V.
Terminal F — Terminal
F is a duty cycle signal that the
PCM/TCM monitors. The duty
cycle percentage represents the
operation of the alternator field.
The PCM/ECM monitors the duty
cycle to determine the load the
alternator is placing on the engine.
They then use this input for idle
speed control and the alternator
voltage set point.

FORD
Ford Smart Charge was
introduced on the 1999 Windstar.
Like the GM system, the regulator
is mounted in the alternator. The
PCM then controls the regulator to
control system output. It’s similar
to the operation of the GM system,
with two main control connections Figure 2

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 High Output: A Look at Today’s Charging Systems

with the high duty cycle corresponding PIN C — the PCM looks at the is demand is low, the PCM will ground
to higher alternator output. alternator PIN C to determine voltage PIN C, forcing the regulator into low
If the battery voltage is correct, output. With the circuit grounded, the output mode.
there won’t be a signal on the GEN alternator will be in low output mode. Starting in 2013, Honda intro-
COM circuit. If an open circuit occurs, PIN FR — The PCM supplies a duced an updated design that uses a
the output voltage default will be 13.5- 5-volt signal to PIN FR. The alternator single control wire.
13.7 volts after engine speed exceeds regulator toggles the circuit to ground
2500 RPM the first time. the varying duty cycle based on CHRYSLER
GEN MON — Generator monitor alternator load. The Chrysler charging system
sends a signal to the PCM based on the PIN IG — Ignition is slightly different from the other
alternator load and output. The PCM PIN C — Computer; when output systems (figure 4). Chrysler has
sends a signal to the alternator
GEN MON circuit. The regulator
then grounds or ungrounds
the circuit at a fixed frequency
(generally 128Hz), but varies the
duty cycle from 5-95% based on
the alternator load. The GEN
MON circuit will have a signal
present anytime the engine is
operating.
SENSE — the alternator
receives the current battery voltage
from the sense circuit.

HONDA
Honda uses a dual-mode
charging system on most 1990-2012
applications (figure 3). This system
decreases drag on the engine while
cranking and reduces charging
system output (engine load) for
improved fuel economy. Similar to
other systems, the PCM controls
the alternator. The PCM receives
Figure 3
the system voltage and amperage
demand from the electronic load
detector in the fusebox.
Cranking (Low Output
Mode) — during cranking, the
PCM will set the output target
between 12.4-12.9 volts. This
mode will be active when the
system meets a given set of
criteria, leading the PCM to
command the alternator to reduce
the charging system output. Don’t
misinterpret low output mode as a
bad alternator.
Normal Mode — with the
engine running and a specific
set of criteria met, the PCM will
command a target output voltage
between 13.5 and 14.9 volts.
With the ignition switch on, the
alternator should receive a signal
on the IG circuit greater than 12
volts, which it uses to activate the
alternator. Figure 4

32 GEARS July 2018

1SteveG_0718.indd 32 6/28/2018 07:47:32

 used three different charging system
designs over the past few years: local
interconnect network (LIN), analog
controls (used only with 1.4L engines),
and their most popular system, which
is PCM controlled.
Most Chrysler alternators don’t
typically contain a regulator, the
exception being the analog-controlled
application. Chrysler controls the
alternator externally. A PCM controls
the field current. The voltage regulator
electronics are housed within the PCM.
The PCM will typically receive a
battery voltage input on two circuits:
one from the alternator B+ sense
circuit (Kelvin sense) and one from
the totally integrated power module
(TIPM).
Chrysler may control one or both
sides of the field (power and ground).
The field current flow will vary based
on electrical demand, battery state of
charge, and engine RPM.
Unlike some other manufacturers,
unplugging a Chrysler alternator will
result in zero output. Two types of field
control are available with a Chrysler major player in proper transmission
system: A circuit controls and B circuit operation.
controls. Next time we’ll look at some
A Circuit Control — controls the simple steps you can use to isolate
power to the field. It may accomplish charging system issues. Until then,
this through the shutdown relay or it remember: “If it doesn’t challenge you,
may be a direct input from the PCM to it won’t change you.”
the alternator field. The PCM controls
the second field terminal, which
controls the field ground.
B Circuit Control — introduced
in 2008. One field pin grounds
internally within the alternator, while
the PCM controls the other pin.
Because this type of system grounds
through the alternator case, mounting
to the engine is critical for proper
operation.
The PCM senses the battery
voltage via terminal B, also referred to
as Kelvin sense. The PCM controls a
PWM signal to the field (F terminal) to
control the field strength and alternator
output.
As you can see, all of the
alternators are similar in operation.
Charging systems have become a

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1SteveG_0718.indd 33 6/28/2018 07:47:37


I
t’s late Friday afternoon and
you’ve already had a long, stress-
ful, rollercoaster of a week. Your
shop foreman just walked into your of-
fice to tell you the major customer that
you’re stressed over — you know, the
one whose truck you promised a week
ago, who’s just one more mistake from
pulling his business — well, his truck
won’t be finished before Monday.
Your options:
1. Explode all over your foreman,
berate him for being incompetent,
not understanding how important
this customer is, and not being
able to get his job done.
2. Go silent, feel your blood pressure
creep up to an all-time high, and
tell the foreman to get out of your
office.
3. Call the customer and throw
yourself at his mercy.
4. Run out to the shop, rally the
troops, and get the truck completed
this afternoon.
None of these are particularly
good options, are they? They all have
consequences. Some would feel right
in the moment, but they would create
larger problems later.
What if it didn’t have to be this
way? What if, by adjusting the way you
communicate with your employees,
you could avoid this scenario and do
what you want to do: Run a successful
business, a business without all the
34 GEARS July 2018
1RonGurst718-JT.indd 34
stress and last-minute drama? A pipe
dream, you say? No, effective leadership
communication.
The Plan:
Options 1 and 2 achieve effectively
nothing and you still have the problem
to solve. Option 3 might seem prudent,
and frankly if it’s clear the problem can’t
be resolved it may become necessary,
but at what risk? No, the best of the four
bad options is to get out in the shop and
solve the problem, finish the repair.
Let’s say that you’re successful
and the truck gets delivered. The crisis
is resolved and you’re feeling good
about getting it done. Yet there’s a bit of
unease in the back of your mind: Why
did I have to come out and solve this?
Isn’t that what I pay my foreman to do?
Yes it is, but does he know how?
The key in this scenario is to
make sure it doesn’t happen again. You
must teach your foreman how to solve
problems and not just bring them to you.
I recommend that you implement a
process of after-action reviews (AAR).
This comes from the U.S. Army and
involves three simple questions. After
any engagement, you gather the team
involved and ask:
1. What happened?
2. Why did happen?
3. What can we do to keep it from
happening again?
This simple communication-based
activity begins to set a clear expectation
by Ron Hurst
Speaker and President
Developing Leaders Inc.
that we must continually improve and
solve problems effectively.
Communication is a critical
component of a successful business,
and yet most managers stopped learning
how to improve communication when
they completed their formal education.
Using a few straightforward approaches
to enhancing your communication
can significantly improve business
performance and get you out of the
rollercoaster drama cycle that plagues
so many.
I recommend that, once you resolve
the current crisis, you meet with your
foreman and technicians and conduct
an AAR. Make sure they learn how to
improve. Then meet privately with your
foreman and explain your expectations
around performance clearly and
completely. Believe it or not, he
probably doesn’t understand exactly
what your expectations are, and is afraid
to ask you.
If you want to learn more about
how effective communication can solve
several of the challenges you’re facing
in your business right now, join me at
the Expo for my workshop, called They
Just Don’t Understand. There you’ll
learn why your employees don’t hear
you and how you can get through to
them and improve your business.
See you in Vegas this November!
6/28/18 3:25 PM
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 UP YOUR BUSINESS

by Thom Tschetter

U
p Your Business is an exclusive
GEARS Magazine feature in
which I share stories, insights,
and reflections about real business and
life challenges.
This month I have two unrelated
experiences to share with you. Both
contain great examples of service
commitment… service to customers
and service to mankind in general.
As you read these brief true stories,
look for the ideas you can apply in
your business and in your life beyond
business. Also consider what it means
to have a “servant’s heart.”
First, let’s look at what it
means to be committed. It’s
like bacon-and-egg breakfast…
the chicken was involved but the
pig was committed. Okay, I know
that’s an old joke and a bad attempt
at humor, but you have to admit that it
makes the point.
Now that we understand commit-
ment, let’s look at the two stories.

COMMITMENT TO
SERVING CUSTOMERS
This story begins on a Sunday
afternoon in early May. I was pre-
paring to leave the following morning
to go up to our summer home in
Prescott, Arizona.
I had obstructed the garage door
track with a tall cabinet that I had
moved to get to some of the things
we were taking with us. At any rate,
36 GEARS July 2018

1tschetter 0718 v2.indd 36 6/28/2018 07:49:08

 I forgot to move the cabinet back and
unfortunately, the cabinet wasn’t
blocking the safety sensor beam, so
when I lowered the door, it bound up,
popped out of the track, bent the track,
and the door was stuck part way down
on about a 20 degree angle.
I’m not very mechanical, but
I knew that wasn’t a good thing. I
couldn’t even get it to move up or
down manually.
My first thought was that we’d
need to delay our trip for a day or
two until I could get a repair person
out to repair or, in my mind, possibly
replace the door track system itself.
Remember, it’s a Sunday afternoon…
actually by now, almost 6:00 PM.
Then I remembered my friend,
John had replaced his garage door and
spoke highly of the guy that did the job
for him. He even gave me his business
card saying, “This is the guy to call if
you ever need garage door work done.”
Of course, I did what most of us would
do; I took the card and threw it away
when I cleaned out my pockets.
So, I embarrassingly, I called John
to get his name and phone number.
John eagerly gave it to me and again
told me about how pleased he was with
his door.
His name is Brendan Hannon and
he’s the owner of Spring King Garage
Door Service. (I just noticed, “Service”
is actually in his business name.) As
it was Sunday, I fully expected to get
voice mail or an answering service. Boy
was I surprised when I heard, “Hi, this
is Garage King. How can I help you?”
Little did I know that I would actually
get through to the Garage King himself.
When I explained what happened,
he calmly said that he was in the
middle of something, but that he could
stop by our house later that evening.
I was shocked enough that I asked if he
realized it was a Sunday night. He said
that it didn’t matter and he would come
by if it was okay.
Okay with me? I was beside
myself and didn’t even ask “How
much?” Frankly, with John’s high
recommendation, I wasn’t worried and
really didn’t care how much as much
as how soon.
Sure enough, within a couple
hours, Brendan was ringing my
doorbell and my dog was announcing
the Garage Door King’s arrival. After
a few cordialities, we went to the
garage where he went straight to work
diagnosing the damage.
Without a word, he started
pushing and pulling on the track,
removing rollers and freeing the door
from its stuck condition. He quickly
made the door operational, but he
didn’t stop there. He ran the door
up and down several times making
adjustments each time until it was
running perfectly again.
We still hadn’t talked about price,
so to get that ball rolling, I said, “I’ll
go inside to get my wallet while you
write up the bill.” I expected the
charges to be for a minimum service
call, a tune-up, plus an after-hours
charge.
I wasn’t expecting what he said
next. “No, there’s no charge tonight.
I just put it back on track and adjust
a couple things. You didn’t even need
any parts. You have an older door
and you’ll need to replace it within a
couple years. Just remember me when
you do and give me a call. Thanks for

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1tschetter 0718 v2.indd 37 6/28/2018 07:49:11

 I Couldn’t Wait to Tell You About This
calling me this time.” He even refused
to accept a gratuity.
My wife and I were stunned, but
she remembered that we had recently
purchased a very nice ceramic Starbucks
travel mug. She quickly filled it with ice
and gave it to him along with a can of
root beer before he drove away. He was
so very appreciative, but not nearly as
much as we were.
So I couldn’t wait to get on Yelp,
Google Maps, and Facebook to rave
about what had happened. And I
couldn’t wait to tell you, too. By the
way, if you go on Google, you’ll see
that Spring King Garage Door Service,
Chandler, AZ, has many more people
than me who couldn’t wait to tell
someone about Brendan, the Garage
Door King.
COMMITMENT TO
SERVING MANKIND
The second story is about some-
one you already know. We’re blessed
to have him as a speaker at the
Powertrain Expo and a regular con-
tributor of business articles in GEARS
Magazine. His name is Jim Cathcart.
Some things you might not know
about Jim are that he has addressed
over 3,100 audiences worldwide and
he’s published several books. His three
bestselling books are:
• Relationship Selling will help any-
one in our field to do a better job
selling, but especially those of us in
auto repair service. Jim credits this
book with launching his speaking
career.
• The Acorn Principle is a must-read
for every businessperson. As the
subtitle promises, find out how rich,
full, and rewarding your life can be.
• The Self Motivation Handbook is
Jim’s latest book. It will help you do
what needs to be done… even when
you don’t feel like doing it.
Jim’s acclaim and awards include
career-related stuff, of course, but the list
includes volunteer and humanitarian
activities, as well. His accomplishments
are too vast to include in this article,
and he’s too humble to tell you himself.
But, if you visit his website,
cathcart.com, you’ll be blown away
with his service to tens of thousands
of people with a servant’s heart. He is
an example of what Jim’s friend and
38 GEARS July 2018
1tschetter 0718 v2.indd 38
mentor, Zig Ziglar meant when he said,
“If you go out to be a friend, you’ll
find them everywhere. You can get
everything in life you want if you will
just help enough other people get what
they want.”
I recently visited the GEARS and
ATRA IBO in Oxnard, California.
Since Jim lives nearby, I had the good
fortune to have dinner with him at
one of his favorite restaurants, Casa
Nostra… no it wasn’t a mob hangout,
but it was a great Italian bistro.
I noticed that they treated him like
royalty. He’s an important man in his
“hood,” but he was noticeably kind and
friendly to the owner and staff.
Jim had agreed to coach me on
writing a book that I’ve been halfway
committed to completing over the
past several years. As if he read my
mind, he handed me a signed copy of
The Self Motivation Handbook. He
followed that up with a couple hours
of detailed action steps that I need to
accomplish. He was very encouraging
and extremely motivating. It was as
if I was privately getting one of his
patented motivational speeches!
Jim grabbed me by the ears and
said, “Stop referring to yourself as
retired or semi-retired. You’re a writer
and a speaker. You’re not retired. In
fact, as long as you have something
relevant to say, you’re never retired.”
Enough said. So one more time, I’m
officially unretired.
Thank you Jim, for your guidance,
kind help, gentle butt kicking and for
all the service you’ve so generously
provided around the world. You truly
are committed to serving mankind.
By the way, just like Brendan with
Spring King, Jim’s internet reviews are
packed with compliments and praise
reports. Apparently, Jim’s helped lots
of people, and they couldn’t wait to tell
someone about it!
HOW CAN YOU
APPLY THIS?
Look for things you can start
doing or, in some cases, stop doing
to provide your customers with an
experience that they can’t wait to share
with someone.
I know you’ve heard this many
times in a variety of versions. Maybe
you’ve even tried, but you’ve run out
of ideas. Maybe this will help. Stop
looking inside your business and start
looking outside your business.
In the past year, I’ve shared
numerous examples of great customer
service I’ve encountered in my life.
I wrote about them because I thought
you could implement them into your
business in some creative fashion. If
you keep your antenna up, you’ll find
some too.
Here’s how you know when you’ve
found one: The next time you find
yourself telling someone about a great
experience you had or feeling that you
want tell someone, you just found one.
A word of caution, though: Once
you get the hang of this, you’re going
to have so many ideas that you’ll need
to prioritize them. Don’t overwhelm
your team and yourself by taking them
all at one time. Do a great job of fully
implementing each of them one idea at
a time.
Before you know it, you’ll have
customers who can’t wait to tell
someone about you.
Share Your Stories
If you’ve personally experienced a
weird or unusual customer dispute and
wouldn’t mind sharing it to help your
industry, please contact me. You just tell
me the story and I’ll do all the heavy
lifting to write it.
We can make it an article about
you, or you may remain anonymous. The
main thing is we want to share stories
that will help others avoid similar prob-
lems. Call me at 480-773-3131 or email
me at coachthom@gmail.com.
About the Author
Thom Tschetter has served our
industry for nearly four decades as a
management and sales educator. He
owned a chain of award-winning trans-
mission centers in Washington State for
over 30 years.
He calls on over 30 years of
experience as a speaker, writer, business
consultant, and certified arbitrator for
topics for this feature column.
Thom is always eager to help
members of our industry and continues
to be proactive in pursuing ways to
improve your business and your life.
6/28/2018 07:49:15
 PRODUCED BY:

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 SUCCESS STRATEGIES
“W hen I get older, losing
my hair, many years
from now…” That’s
how Paul McCartney started his song,
When I’m 64.
I’d revise it to read, “…any moment
now!” I turned 64 some years ago and
I remember it well. It was a rite of
passage because of the song, much like
1984 was after reading George Orwell’s
novel of the same name.  in their cars, and need them, too. They
64 isn’t just significant because
of Social Security implications; it’s
also a notable life turning point. At
the beginning of the 20th Century, life
expectancy at birth in the USA was
about 45 years.
When Social Security was insti-
tuted on August 14, 1935, it was intended
only for the primary worker and not
families or survivors. They were betting
that anyone who made it to 65 would
be really old and not likely to be receiv-
ing benefits for long. It was an easy bet
to make.
Ernest Ackerman was the first
person to receive SS benefits. He got
a payment of 17 cents in January
1937. This was a one-time, lump-sum
payout. Monthly payouts didn’t begin
till later years. Wow!  when communicating with our older
Today life expectancy in the USA
is closer to 80 years and many are
living well beyond 100. Advances in
health care and science make it likely
that 100 will be ever more common as
years go on. So what does that have to
do with transmissions? Nothing… and
then again, a lot.  to old people. That’s just rude. I’m
When I was younger, my transmis-
sion allowed me to do my own shifting.
Today almost everyone drives an
automatic. Even the die-hard standard
tranny fans are often paddle-shifting
40 GEARS July 2018
1Cathcart 0718.indd 40
happily in their newer cars and in
some motorcycles. 
As life goes on, the Baby Boomers
keep getting older. Estimates show that
about 10,000 people in the USA turn
64 every single day!
The leading edge of the Baby
Boom (78 million of us born between
1946 and 1964) is now well past 70.
These people expect different features
want larger type on the dashboard
and gauges. They want to be able to
get in and out of the car more easily.
And they sure want shifting to be a
non-issue: smooth and reliable.
They also want to be treated
differently than they did as youngsters.  what color the hair is on most folks
Hilda: “It sure is windy today!”  (gray). Then notice how many people
Elmer: “No, I think it’s Thursday.”  can easily hear you and how many can
Maude: “Me too, let’s get a drink!”  see details acutely.
Somewhere around age 45, our
eyes start adjusting and reading glasses
become a necessity rather than a con-
venience. Hearing takes a hit as we get
closer to 60+. At first, it’s just when
there’s a lot of background noise, like in
a transmission shop. Then it progresses.
What that means to you and me
is that we need to be more precise
clientele. We need to speak more
clearly, pause more often to be sure
they heard us accurately, and do our
chatting away from the noises of the
shop. Step around the corner of the
building or into the office.  and business advisor, he helps people
I’m not referring to talking louder
talking about being more courteous
and understanding about how we
connect with our older customers.
With the oldest of our clients, we
probably should assume that we need
by Jim Cathcart, CSP, CPAE
to get their attention before we start
talking. Sometimes you can be two
paragraphs into a description of the
transmission issues before they even
realize you’re talking to them.
We should also consciously avoid
showing impatience when we need
to repeat a description. The jokes
we’ve all heard about hearing have a
basis in fact, but the jokes aren’t very
respectful, and we must be. 
By the way, older doesn’t mean
stupid or out of touch. Some of our
clients, who have or need hearing aids,
are wealthy, successful, intelligent,
and just downright cool! Take a look
around at the next car show and see
They’re still active, engaged, and
vital, but their tools have dulled a bit.
So give them a break and be a better
speaker, a more empathetic listener,
and a good student. Many of them can
teach you valuable things, even at the
ripe old age of 64… or older.
Jim Cathcart, CSP, CPAE is
a strategic advisor to ATRA and
a longtime contributor to GEARS
Magazine. As a professional speaker
see the deeper meaning in their
business and find quicker, more
lasting ways to make business and
personal problems go away. Contact
him at info@cathcart.com and visit
his web site Cathcart.com for free
videos, articles, and resources.
6/28/2018 07:50:04
 OCTOBER 30–NOVEMBER 2, 2018 • LAS VEGAS, NEVADA

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Ads_July2018.indd 41 6/28/2018 07:53:01

 SHOP PROFILE by Steve Bodofsky
members.atra.com

Photo credit:
Christopher Clark
- Christopher Clark Photography, Inc.
www.christopherclarkphotography.com

M
ike Sparkman got his start
in the transmission business
back when he was just 13
years old. That was in about 1973. Back
then, his father, Mike Sr., was manag-
ing a shop, and Mike would come by
after school to help clean the floors and
empty trashcans. That was his first taste
of the transmission business.
By the time he was 16, his father
had opened his own shop, Quality
Transmissions. “That’s when I went
to work for him,” says Mike. “I started
R&Ring transmissions and learning to
rebuild them.”
Mike continued working for his
father for a few years, and then moved Owners of Mastertech Transmissions, Inc., Mike and Cheryl Sparkman
on to other shops, offering him a chance
to round out his education as an R&R Mike eventually worked his way an owner of the company, Cheryl also
tech and rebuilder… what we used to up to where he was running one of handles the bookkeeping and account
call a swing man. “That was probably the Sparky’s locations in Carlsbad, management for the company.
for about eight years,” says Mike. California. He continued to run it for And Mike’s stepson, Joshua, has
“I ended up moving to California several years. been working for Mastertech as a
to work for my Uncle Dennis, who had “I was in California for about eight rebuilder for 19 years. “Josh and I, we
a chain of transmission shops called years. Then I moved back to Wichita work together to solve problems. We
Sparky’s. I went to work for him as a and started Sparkamatics; another pull bulletins from the ATRA web site,
rebuilder.” Yes, Sparky’s seems like an transmission shop. I operated that for we look at all the problems, and we
odd name for a shop that isn’t a tune-up about five years, then sold that business work out the best ways to solve them.”
shop, but remember, the family name is and took some time off.” While Mike is still a rebuilder,
Sparkman, and everyone called Mike’s It was during his time away from “nowadays it’s mostly management,
uncle Sparky. Suddenly the shop’s the business that he met and married sales, and driveability.” Mike notes
name makes a bit more sense. his wife, Cheryl. Then, in 1999, they that his work in driveability is strictly
started Mastertech. In addition to being related to transmission issues.
42 GEARS July 2018

1shop profile0718.indd 42 6/28/18 3:30 PM

 Mastertech Transmissions, Inc. Crew L to R: Josh, Mike, Cheryl, Kevin & Eric

Business Model
Mastertech is a transmission-only
shop. They don’t handle general repairs.
If one of their customers needs repairs
outside their scope, they’ll refer him or
her to another shop that’s better suited
to handle the repairs.
And they have a lot of contacts
when it comes to other types of repairs,
because about half of Mastertech’s
work comes from wholesale or business
referrals. The rest are retail customers
who are either referred by a friend or
who found Mastertech on line. And Josh – Rebuilder Tech for 20yrs - Working on a 6L80
they have some very good reviews on
line.
Of course, most transmission-only
shops also handle manual transmissions
and differentials. But Mastertech
focuses strictly on automatics and
transfer cases. They won’t rebuild
manuals or differentials, preferring to
purchase remans or send the jobs off to
a nearby shop.
They will handle clutch work, and,
if a manual comes in that needs repair,
they’ll purchase a reman and install
it for the customer. But they avoid
rebuilding manuals themselves.
They’ll also handle driveability
problems, but only those that seem to
be related to the transmission. Ignition
or fuel problems? Those get referred to
one of the general repair shops in town. Kevin – R&R Tech for 20yrs - Removing a Transmission

GEARS July 2018 43

1shop profile0718.indd 43 6/28/18 3:30 PM

 Mastertech Transmissions, Inc.
Eric – Assistant Service Writer
“We only refer our customers to
trustworthy shops that we know are
honest… shops we’ve had relationships
with for years,” says Mike. “We like to
stick with the people we know who’ve
been at it for a long time.”
Those shops also send their
transmission work to Mastertech, which
makes up about half of their work.
That’s a valuable resource, because
those wholesale referrals come with the
trust for the shop that referred them. It
means less selling and more repairs.
Mastertech is also happy to use
remans when the situation warrants. “I
don’t have a big crew, and sometimes
we need to use remans to keep up with
the demand. We do what we have to do
to keep people going.”
Those situations may include a
transmission that’s too damaged to
repair directly, or those that, no matter
what you do with them, they never
seem to come out right. “It’s a valuable
44 GEARS July 2018
1shop profile0718.indd 44
Michael, Sr. & Mike, Jr., Senior is the reason Junior got started in
the tranny Business back in 1976.
resource if you use it right,” says Mike.
Business Philosophy
Mike and his team are a religious
bunch, and they try to put their faith
to work when serving the public.
“Our philosophy is that we want to
treat people the way we’d want to be
treated,” explains Mike. “We want to
create an environment where people
are comfortable, and treat them right…
don’t overcharge them… just be fair
and honest with everyone.”
Seems simple, but it goes beyond
that: “Over the years I’ve always told
my employees, no matter what, ‘Do
what you gotta do, even if it’s going to
cost us money,’ and that’s kept us on
the honor role with the Better Business
Bureau. I’ve only had one complaint
in all these years; I just try to solve
problems before they get any further.”
Turns out that isn’t just about
trying to do things right: “I went
through an experience one time at a
shop where the technicians didn’t check
the car properly and it turned into a big
problem. The DA came in with charges
of fraud, and I saw the impact it had on
all the people involved.
“I was a young man, and that
showed me just how important it was
to make sure the right techs were
checking things properly, and giving
that customer an honest and accurate
estimate on every job. I learned just how
serious it can be if you’re negligent: the
impact it can have on you and your
family. That stuck with me and drove
that into my heart.”
According to Mike, there are about
20 transmission shops in the Wichita
area. That’s a lot of competition for
them, so the fact that they’re so busy
is a testament to the way they serve
their customers. “We stay busy all year
round,” says Mike.
6/28/18 3:30 PM
 Mike, working on an Old Torqueflite 6. These were built back in the 60’s.
Advertising Mastertech
When it comes to bringing
customers in the door, Mike is working
on a couple fronts. For one thing, he’s
still using the Yellow Pages to advertise
his shop. But recently he began tracking
the success rate of his marketing, and
he’s realized that the Yellow Pages no
longer makes financial sense. So this is
their last year in the book.
They have a web site — www.
Mastertechinc.net — which provides
their basic services and gives customers
a way to contact them and find their
shop. And they also have a Google
account, which sends more customers
to their site.
They aren’t doing any kind of
radio or TV advertisements. But thanks
to their exceptional reputation in the
Wichita area, they manage to stay busy
all year round. So why keep chumming
the water?
While not particularly active in
the neighborhood, they do support
a number of programs through the
churches in their town. “We support
missionaries out of Russia, and they
have all kinds of programs that support
alcoholics and the elderly, things like
that.”
One of the more interesting ways
they helped keep customers happy was
to bring their dog into the shop. “One
of our mascots was our lab, Kaylee. She
was our greeter. Most of our customers
would come in and she’d greet them
with affection.
“That turned out to be a great
ice-breaker for customers who’d never
been in before. It created an atmosphere
GEARS July 2018 45
1shop profile0718.indd 45
Kevin – Performing Diagnostics
of family; that you could relax; you’re
in a good place where we’re going to
take care of you. That helped a bunch.”
Kaylee is long gone, but a friend
created a beautiful oil portrait of her
and they have it hanging in their waiting
area as a testament to her years as the
Mastertech greeter.
Association Members
“We’ve been ATRA Members since
pretty much when this shop opened in
’99; I’ve had the same number for at
least 25 years!” says Mike. He was a
Member back in his Sparkamatic days.
His reason? “They’ve really
helped us grow as rebuilders, to gain
the knowledge to build transmissions
right.” He’s primarily focused on the
unmatched technical support that ATRA
provides. “ATRA helped me out with
their seminars; we still rely on a lot of
that information to build good units.”
While they haven’t been to
Expo in a few years, Mike is quick
to acknowledge how much they got
out of it when they last attended. “I
took my whole crew and we took our
certification tests there. We stayed up
Michael, Sr - Back in the 70’s.
Kaylee - She’s passed on now, Former
employee Mascot & Greeter for 11yrs.
there all week and it was awesome! We
learned a lot, made a lot of contacts with
vendors and people… it was terrific.”
While they haven’t been there in
a while, Mike’s considering attending
this year. We’ll be looking for him
there.
In addition to being a longtime
ATRA Member, Mastertech is also an
AAA Member Shop. “The folks from
triple-A came in and reviewed our
credentials and equipment, and they
called 250 of our customers. Then they
evaluated the results and approved us
for membership. That was about 10
years ago.”
They still receive referrals from
AAA, as well as the ATRA shop finder
web page.
Wichita is a fairly small town when
compared to large cities like L.A. and
New York, and that translates into fewer
potential customers. But somehow, the
folks at Mastertech manage to stay
busy year round. They must be doing
something very right.
6/28/18 3:30 PM
 d e d
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 Registration Form
October 31 - November 3, 2018 • Las Vegas, NV
Company Name ATRA Account Number

Contact Person: (will receive all correspondence)

Address

City State Zip

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Area Code Phone No. Fax No.

( ) ( )
TO REGISTER: Call toll free 1-800-428-8489 or FAX this completed form to 805-988-6761
Badges will be issued from this list. Use a separate sheet for additional registrations. * CONFERENCES ADDITIONAL
(Includes Luncheon & Trade Show)
PLEASE PRINT CLEARLY TICKETS
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Discount for current ATRA Members only.

Join or renew today and enjoy the member discount right away!
Advanced Purchase Standard Pricing
Before Aug. 10th Aug. 11th - Oct. 5th ALL
REGISTRATION FEES Qty Member Non Mem Member Non Mem ON-SITE SUBTOTAL

Complete Conference Registrant* _____ $ 445 $ 545 $ 545 $ 645 $ 745 $____________
Technical or Management Conference* _____ 395 495 495 595 695 $____________
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 POWER INDUSTRY NEWS
POWERTRAIN INDUSTRY NEWS
Raybestos Powertrain jump
starts "Race With Raybestos"
customer reward program
Raybestos Powertrain announced
the company’s revival of the Race With
Raybestos customer reward program.
The program, available online at www.
Race.RaybestosPowertrain.com, gives
Raybestos Powertrain’s U.S. customers
in automotive transmission and general
repair shops the opportunity to earn
rewards based on their purchases of
Raybestos Powertrain friction and
steel modules. Customer rewards range
from fishing gear and grills to coolers
and hammocks. Race With Raybestos
participants will also be eligible for
drawings for free trips to the 2019
ATRA Powertrain Expo in Las Vegas
and a Richard Petty Driving Experience
at Daytona International Speedway.
“Transmission rebuilders work hard
each day and rely on us for premium
quality friction and steel clutch plates, and
we want to thank them for their loyalty
with rewards and prizes,” said Raybestos
Powertrain Marketing Manager Nick
Truncone. “Participation is easy: just log
on to our Race With Raybestos website
and register the proof of purchase codes
you’ll find in Raybestos Powertrain
friction and steel modules.”
According to Truncone, the
company’s most premium and
performance friction modules (HT,
GPX, GPZ, Stage-1, Gen2) will contain
two proofs of purchase, making these
modules doubly valuable to Race With
Raybestos participants.
The new Race With Raybestos
program offers several ways to win,
including earned rewards, prize
drawings. Learn more at www.Race.
RaybestosPowertrain.com.
48 GEARS July 2018
1PINS 0718 2.indd 48
GEARS 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 apena@atra.com or send by mail to
GEARS, 2400 Latigo Avenue, Oxnard, CA 93030.
The Race With Raybestos program
is offered only to U.S. customers and
is void where prohibited by law. No
purchase is necessary to participate.
Raybestos Powertrain is a leading,
national manufacturer and supplier
of premium OE and aftermarket
transmission parts, providing
innovative solutions to domestic and
international customers. Located in
Sullivan, Crawfordsville and Tipton,
Ind., Raybestos Powertrain is proud to
supply made-in-the-USA parts to the
transmission industry.
OTC Introduces
Five New Tools to Its
Transmission Line
OTC has added five new
transmission tools to their product line
in North America:
Flywheel Holding Tool
• 6759 Flywheel Holding Tool —
keeps the flywheel in place for
servicing the balancer or flywheel
bolts. Applications include 2013-14
Cadillac ATS, 2014 Cadillac CTS,
2013-14 Chevrolet Malibu, 2014
Chevrolet Impala, and 2014 Buick
Regal 2.0L, 2.5L engines.
Shift Rail Seal Installer
• 6716 Shift Rail Seal Installer —
inserts the shift seal on the Tremec
TR 3160 manual transmission to the
proper depth. It includes a removable
pilot, allowing for use on-vehicle
and during unit repair, with the shift
shaft in place or removed. Works
on 2013-on Cadillac ATS manual
transmission, 2016-on Chevrolet
Camaro, and 2016-on Ford Mustang
Shelby GT350.
Torque Converter Seal Installer
• 6715 Torque Converter Seal
Installer — installs torque converter
seals without damage. Works on
1990-2011 GM 4T6O and 4T60E
automatic transmissions on most
GM front wheel drive automatic
transmission vehicles from 1990–
2011.
Transmission Adapter Plate Bushing Replacer
• 6702 Transmission Adapter Plate
Bushing Replacer —replaces the
mount bushing on the transmission
adapter plate. The adapter has a
window for verifying the bushing
position and is deep enough for
bushing removal. Fits 2013-and-later
Chevrolet Trax and Buick Encore.
• 1870 Universal Transmission
Adapter — offers independently
adjustable and indexing arms that
can adapt to nearly any transmission
shape, and fits most high-lift
transmission jacks; maximum
capacity is 400 lbs.
The new transmission tools are now
available through OTC’s distribution
partners.
Visit www.OTCTools.com for more
information.
6/28/2018 07:51:10
 Sonnax Line Pressure
Booster Kits: Crisp Shifts
Without Harshness
Sonnax line pressure booster kits
can help clean up your shift in a variety
of 3/4-speeds and 5/6-speeds, including
Chrysler, Ford and Toyota/Lexus units.
Sonnax booster kit components
are uniquely designed for precision
pressure control. At low-end pressures,
they deliver normal engagements,
normal light throttle shifts, and smooth
coastdown shifts. When vehicles
are pushed harder, components
progressively increase pressure for
improved clutch holding capacity and
increased durability.
• No special installation tools required
• Ideal for heavy duty and modified
vehicles, as well as hard-working,
daily drivers
• Improved shift feel and durability
reduces comebacks and complaints
Learn more at www.sonnax.com.
Filtran Automotive
Aftermarket
Filtran LLC is the global
aftermarket leader for automatic
transmission filters and filter kits. They
offer a complete line of automatic
transmission filters, servicing every
vehicle on the road today.
Filtran filters are developed using
the same quality standards they use
for their OEM filters and feature their
Sealed-Seam Zero Leak® technology.
In addition, their Goldstripe® sealing
rings and TransJel assembly lubricants
GEARS July 2018 49
1PINS 0718 2.indd 49
established the industry standard for
quality and performance.
Filtran LLC has been keeping
automatic transmissions clean for
over 50 years. As part of the Sealed
Power Corporation, Filtran started
manufacturing sealing rings in
1950 and expanded into automatic
transmission filters in 1973 with the
purchase of the F.P Smith company, the
primary supplier of transmission filters
to the OEMs.
They have a rich history as an
automotive parts pioneer and continue
today as a premier supplier of
transmission filters to the leading OE
manufacturers in the U.S., Germany,
Japan, and China. Wherever automatic
transmissions are made or serviced,
you’ll find Filtran LLC.
Filtran LLC aftermarket products
are sold through transmission specialist
distributors. Their transmission filters
are also available in kits through many
fine national automotive parts supply
chains.
Visit Filtran at www.filtranllc.com
for more information.
ZF's Axle Hybrid Concept
Offers Lower Emissions
and More Comfort
ZF’s new eAMT (electrified
Automated Manual Transmission)
technology is an innovative concept
for the hybridization of front-transverse
vehicles that integrates the company’s
electric axle drive system (eVD) and an
automated manual transmission (AMT)
into one system.
The transmission actuator and
the electric rear axle operate together
with intelligent interaction. This
results in the eAMT concept no longer
experiencing tractive force interruption.
The electric motor bridges the gap in
accelerative force of the AMT, thanks
to its design.
In addition to the hybrid functions
of electric drive and recuperation and
boost, eAMT also features electric all-
wheel drive. ZF software regulates the
networking and coordination of the
internal combustion engine, electric
motor and automated transmission.
For the hybridization of price-
sensitive small to compact vehicles
with front-wheel drive, the greatest
challenges are currently additional
cost and development effort as well as
limited installation space.
“With eAMT, ZF has developed a
fully-fledged plug-in hybrid drive for
front-transverse vehicles,” said Norman
Schmidt-Winkel, functional developer
of electric drives at ZF. “This increases
flexibility for vehicle manufacturers.
They can use existing platforms to
implement conventional drives or plug-
in hybrids.
“The ZF concept integrates an
automated manual transmission and
an electric axle drive system on the
rear axle into one unit. In some vehicle
classes, automatic transmissions are out
of the question for reasons of weight,
space or cost. In this scenario, the
automation of manual transmissions is
a great way to significantly increase
comfort and efficiency for drivers, as
they don’t need to actuate the clutch or
change gears.”
For more, visit https://press.zf.com/
site/press/en_de/microsites/press/list/
release/release_41472.html.
BorgWarner Opens
New Technical Center
BorgWarner has opened a new
100,000 square-foot technical center
in Noblesville, Indiana. Combining
operations from existing facilities in
Anderson and Pendleton, Indiana, the
new technical center features a state-
of-the-art lab which increases the
company’s research and development
capacity to meet growing customer
demand for these products by
expanding the prototype building and
6/28/2018 07:51:11
 POWER INDUSTRY NEWS
testing capabilities for its electrified
products.
The building’s open concept office
space is designed to spur employee
collaboration and creativity to assist
BorgWarner in maintaining its position
as a global leader in providing clean
and efficient vehicle propulsion
solutions.
“We are thrilled to open our
new technical center in Noblesville,
allowing us to bring all our area
employees under one beautiful new
roof,” said Dr. Stefan Demmerle,
president and general manager,
BorgWarner PowerDrive Systems.
“The new facility with its state-of-
the-art lab and creative workspaces
enables the research, development and
testing of current and future hybrid
and electric propulsion systems and
components. This facility will be a
key site in BorgWarner’s mission of
developing clean, energy-efficient
propulsion technologies.”
The new technical center’s 40,000
square-foot lab will conduct testing and
prototype building along with expanded
operations dedicated to BorgWarner’s
growing electrified portfolio. With
a combination of new and existing
resources, the Noblesville location
will develop and validate a variety of
power electronics products as well as
the company’s motor, alternator, and
starter products.
Employees from the existing
facilities began moving into the
Noblesville Technical Center in April,
with full occupancy by 2020. For more,
visit www.borgwarner.com.
UTI Opens Enrollment
at New Campus in
Bloomfield, New Jersey
Today, Universal Technical Institute
opened enrollment to prospective
students at its new, state-of-the-
industry campus in Bloomfield, New
50 GEARS July 2018
1PINS 0718 2.indd 50
Jersey, with classes to begin in the
fall. The campus will train students for
high-tech, in-demand jobs as skilled
automotive and diesel transportation
technicians.
The Bloomfield campus marks the
company’s first entry into the tri-state
area and will be its thirteenth campus
nationwide.
At full capacity, the 108,000 sq-ft
facility will offer hands-on, high-tech
training to about 800 students. Students
can complete core automotive and
diesel technology programs and be
ready to work in 11 to 18 months.
“As we hear every day from our
employer partners, there is a clear,
significant, and unmet demand
for trained automotive and diesel
technicians,” said UTI-Bloomfield
Campus President Steve McElfresh.
“We give students the skills needed
to fill these jobs, which cannot be
outsourced, automatized, or offshored,
and offer opportunities to build
rewarding, long-term careers.”
At its campuses across the nation,
UTI partners with both local employers
and transportation industry leaders,
including brands like BMW, Cummins,
Ford, Freightliner, Mercedes-Benz,
NASCAR, Peterbilt, Porsche and
Volvo. These partners invest in campus
facilities, outfit training labs with the
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knowledge and skills employers want.
About four of five UTI graduates are
employed full time in their field within
a year of graduating.
Visit UTI.edu for more information.
Automotive Transmission
Market Industry Forecast
Automotive Transmission Market
Share, Size, Trends, And Business
Opportunity Analysis Report 2018
includes historic data, with forecast
data to 2022. The Automotive
Transmission Market report is helpful
for future strategy development, and to
know about market drivers, restraints,
opportunities, and global market size,
share, growth, Trends, key players
forecast to 2022.
Global automotive transmission
market by type (automatic, manual,
automatic manual transmission,
continuous variable transmission, dual
clutch transmission) by vehicle type
(passenger car, LCV, HCV), by fuel
type (gasoline, diesel, others), and by
region (Asia-Pacific, North America,
Europe, RoW).
One of key drivers of the global
automotive transmission market is
increased consumer preference for
enhanced driving experience and
smooth gear shifting due to hectic road
congestions. In Europe, the stringent
regulatory norms has increased the
demand for better fuel efficient vehicles
with low carbon emission. Also, the
presence of high number of luxury auto
makers has boosted the automotive
transmission market in the region.
The high cost of advanced
transmission systems is the major
restraint of the global automotive
transmission market.
The need to improve fuel efficiency
and controlling emissions have led
to the development of the automotive
transmission in recent times. Market
focused reports related to the industrial
automation and equipment sector
among others recently have been
made available by Market Research
Future, which publishes reports on this
industry. The market is estimated to
expand with a 6% CAGR through the
forecast period.
Get complete report details of
automotive transmission market at
www.marketresearchfuture.com/
reports/automotive-transmission-
market-2427.
6/28/2018 07:51:12
 SHOPPER CLASSIFIED ADS
GEARS Shopper advertising costs $325.00 for a one time insertion ad, (2 1/4 X 3) 2.25 X 3. Larger ads can be placed
elsewhere in the magazine and are charged at comparable rates. Check or money order must accompany all orders.
For information on Shopper advertising in GEARS, contact GEARS, 2400 Latigo Avenue, Oxnard, CA 93030, or call
(805) 604-2000.

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GEARS July 2018 51

1shoppers0718.indd 51 6/28/18 3:46 PM

 SHOPPER CLASSIFIED ADS
GEARS Shopper advertising costs $325.00 for a one time insertion ad, (2 1/4 X 3) 2.25 X 3. Larger ads can be placed
elsewhere in the magazine and are charged at comparable rates. Check or money order must accompany all orders.
For information on Shopper advertising in GEARS, contact GEARS, 2400 Latigo Avenue, Oxnard, CA 93030, or call
(805) 604-2000.

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tel 650 - 348 - 3990 fax 650 - 348 - 3019

FREE* WEBINARS!
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Reference manual includes
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section. This section includes
vital specifications, solenoid
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Pick up the FW6A-EL Rebuild/

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(866) 464-2872 • (805) 604-2000
members.atra.com

ATRA Webinars are presented every two

weeks from January to October.
HOW TO PARTICIPATE:
Login at http://members.atra.com and
click on the webinar schedule under
the events menu. Once registered, you
will receive an email confirming your
registration along with the information
you need to join the webinar.

This and other technical webinars *Free for everyone on the

are made possible by; day of the webinar. ATRA
Members have access to all
pre-recorded webinars. See
page 43 for details.

52 GEARS July 2018

1shoppers0718.indd 52 6/28/18 3:46 PM

 Best!
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WE HAVE WHAT YOU NEED
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GEARS July 2018 53

1shoppers0718.indd 53 6/28/18 3:47 PM

 SHOPPER CLASSIFIED
GEARS 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 10 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).
EXPLORE
our full line of high-precision
TORQUE CONVERTER
rebuilding equipment.
www.SuperFlow.com/gears | 1.888.442.5546
BUSINESS FOR SALE: 37 year old business,
Transmission Shop and General Auto Repair. 3
bay shop with 2 lifts and many types of jacks and
tools. Owner wanting to sell in order to retire,
located in Waynesboro, Georgia. Please contact
Matt: (706) 733-1258. ATRA Mbr
BUSINESS FOR SALE: Well established
transmission business including building and
land, established over 37 years in California.
2000 square foot building with 3 racks. Owner
wants to sell due to health issues. Great
customer base, very profitable shop. Contact
Steve at (760) 660-9003. ATRA Mbr
BUSINESS FOR SALE: Steubenville Ohio –
Pittsburgh Area. This area needs this shop to
stay open! Owner wants to retire and wishes
for a transition take over. Little competition, very
clean-very nice shop, good reputation, 4 bays,
3 new lifts. Will finance for the right person.
Call (740) 264-6350.
BUSINESS FOR SALE: Ville Platte, Louisiana
– Established reputable business featured in
October 2016 GEARS magazine. Owner must
retire for health reasons. 2 inside bays with 1
outside truck lift, Snap-On equipment, too much
to list. Also has an apartment in shop with full
kitchen. Contact Alan: (337) 363-4897.
ATRA Mbr
WANTED: 1965-1986 Ford C4/C5 valve
bodies. Must be non rusted/rebuildable units.
Any quantities accepted, will pay up to $50.00
per unit. Contact Performance Automatic
for details. (240) 439-4650 8-5 EST M-F or
54 GEARS July 2018
1classfd0718.indd 54
July 2018
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PARTNER WANTED: Central Florida
Transmission Repair shop in business for over
ten years seeks a buyer or partner. 6 bays, 7
lifts, 4 employees. Well established business in
a good area. Candidates must have excellent
verifiable long-term history in the transmission
industry. This is a good opportunity for a center
manager to own his own business! Call (407)
473-0632 or E-mail tim@wrye.org contact Tim.
ATRA Mbr
HELP WANTED: Field Sales - West Region
: Field sales positions are now open in the
western U.S. We’re looking for experienced
and motivated transmission professionals to
promote Raybestos Powertrain products to
distributor branches and transmission shops.
Experience selling transmission products,
training, or rebuilding transmissions preferred.
If you know the inside of a transmission and a
transmission shop, we want to talk to you. Send
your resume to careers@raybestospowertrain.
com to apply. ATRA Mbr
HELP WANTED: Installers/technicians need at
very busy shops. Competitive wages, vacation
pay and other benefits offered. Please call (520)
310-2201. ATRA Mbr
HELP WANTED: Transmission Builders for
immediate hire at two busy shops. Benefits
available. Please call (520) 310-2001.
ATRA Mbr
ATRA MEMBERS
RECEIVE 3 FREE!
805.604.2025
www.gearsmagazine.com
GEARS classified advertising cost $95.00
for up to 50 words for a one time inser-
tion. ATRA members are eligible to receive
up to three (3) FREE classified advertise-
ments in GEARS annually (per 10 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).
HELP WANTED: Installer/swingman who wants
to learn to rebuild transmission. Must have 5
years experience and tools. We work 5 days
a week, a/c in the summer/ waste oil heat in
the winter. 5 bays/6 lifts been in business
since 1964. Call Jay at (860) 646-0022 401k/
insurance. ATRA Mbr
HELP WANTED: INDUSTRY EXPERTS
NEEDED - Precision of New Hampton is seeking
qualified individuals proficient in Transmissions,
Solenoids, Soft and Hard Parts.  Must be
willing to relocate to New Hampton, IA.  Long
term growth and management opportunities in
a financially sound and continuously growing
manufacturing company.  Call (800) 654-1220 or
email Jobs@GoPNH.com. ATRA Mbr
HELP WANTED: Shop that has been in
business for 38 years is looking for a responsible
and caring transmission technician. Ability to
rebuild most makes of transmissions both
domestic and foreign models. Able to do some
R & R. Require Clean & organized work ethic.
Pay based off experience $45,000-$75,000,
Computer, wiring and Hi-Performance experience
is a plus. Driver’s license required. Must have
own tools. We provide special tools. Our normal
business hours are 8am-5pm & 9am-6pm 5 days
a week. We are located close to Mooresville,
Indiana off highway 67. (317) 831-3066 -
rallison@aandatrans.com.
HELP WANTED: $5000 Sign on Bonus for
qualified candidates - Career Opportunity in
sunny Clearwater Florida. Family business,
6/28/18 3:45 PM
 Don't Miss the ATRA SEMINAR Near You!

ATRA TECHNICAL SEMINARS

8/4 - San Antonio, TX
8/25 - Portland, OR
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8/11 - Atlanta, GA
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http://members.atra.com
MEMBERS.ATRA.COM
11/17 - Baltimore, MD

ATRA'S POWERTRAIN EXPO 2018 • OCT. 31ST - NOV. 3RD

offers sign on bonus for an ATRA Certified
Builder, R&R Driveability Technician & Manager
to work for busy spacious 6000 sq. ft. shop.
Alltech Transmission’s is seeking highly
motivated talent to operate a 45 year business.
We specialize in transmissions. Must have
a superior skill set with a winning attitude.
Benefits, Stock Options & Health Insurance.
Email Resume: Nicolecapital@live.com.
ATRA Mbr
HELP WANTED: West Central Florida
Transmission Shop seeking highly motivated
Electrical Diagnostic Transmission Technician
- Must have knowledge in re-flashing - Wiring
diagrams - R & R capabilities - Must have
own tools - Minimum 5 years transmission
experience - No weekends – Pay dependent
upon experience - Excellent benefits - Email
resume to brktrans@yahoo.com or call Chris at
(352) 796-6544. ATRA Mbr
HELP WANTED: NATIONAL EMPLOYMENT
HEADQUARTERS FOR THE TRANSMISSION
INDUSTRY. Fast, Easy and Free service to
industry employees! Low cost and an easy way
to recruit nationwide for shop owners! Serving
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free at: (888) 859-0994.

Subscribe Today! X
Grab Your GEARS Now! I want my very own subscription
to the next 10 issues of GEARS.

Name _____________________________________ Phone _______________________________

Address______________________________ City ________________ State ______ Zip __________
Signature________________________________________________

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

GEARS July 2018 55

1classfd0718.indd 55 6/28/18 3:45 PM

 ADVERTISERS

NamePage NamePage

ATRA........................................................................... 35 Raybestos Powertrain................................................. 25

members.atra.com www.raybestospowertrain.com
ATRA Powertrain Expo................................................ 46 NATPRO - National Transmission Products............ OBC
www.powertrainexpo.com
www.natpronet.com
ATRA Seminars..................................................... 26, 27
SEMA.......................................................................... 41
members.atra.com
www.semashow.com
ETE Reman................................................................... 7
Sonnax Industries...................................................... IFC
www.etereman.com
EVT Parts.................................................................... 19 www.sonnax.com

www.evtparts.com StillClean..................................................................... 30

Ford Customer Service Division.................................. 11 www.stillclean.com

www.fordparts.com Superior Transmission Parts......................................... 9
GearSpeed.................................................................. 33 www.superiortransmission.com
www.gearspeedpartsstore.com Sussex Auto Parts Ltd................................................. 31
Jasper Engines & Transmissions.............................. IBC
www.sussexautos.co.uk
www.jasperengines.com
Transmission Specialties............................................. 37
MTS Midwest Transmission Supply............................ 31
www.tsirace.com
www.midwesttransmission.com
Transtar Industries, Inc................................................ 17
Precision European Inc.....................................Rider, 55
www.transtar1.com
www.PEIus.com
Precision International................................................. 23 Whatever It Takes Transmission

www.transmissionkits.com Parts, Inc....................................................................... 3

www.wittrans.com

ATRA Supplier Members

Reserve your free table top display for the
2018

ATRA 2018 technical seminar series today!

Call (805) 604-2018
See ATRA Seminar
Schedule information at:
members.atra.com
Also see pages 26 & 27.

56 GEARS July 2018

listo-0718.indd 56 6/28/18 3:45 PM

Ads_July2018.indd 502 6/28/2018 07:53:02
 Continuing to Invest and Grow in the West!

OUR JOB is to make

YOUR JOB easier.
• Best Fill Rate in the Industry
• Top Notch Customer Service
• Technical Support
• Quick, Convenient Delivery
• On-Trac, UPS and GSO Available

We Bring You The Best:

CONCORD, CALIFORNIA ONTARIO, CALIFORNIA SAN DIEGO, CALIFORNIA PHOENIX, ARIZONA

145 Mason Cir # B 1927 E. Cedar Street 675 Gateway Center Drive, Suite B 1450 N 26th Ave
Concord, CA 94520 Ontario, CA 91761 San Diego, CA 92102 Phoenix, AZ 85009
Phone: (925) 798-8504 Phone: (909) 443-5920 Phone: (619) 281-6600 Phone: (602) 415-9509

LOS ANGELES, CALIFORNIA SACRAMENTO, CALIFORNIA LAS VEGAS, NEVADA SEATTLE, WASHINGTON
5151 Heliotrope Ave 4212 Roseville Rd, Suite A 3744 Meade Ave # 12 1095 Andover Park E
Vernon, CA 90058 North Highlands, CA 95660 Las Vegas, NV 89102 Seattle, WA 98188
Phone: (323) 562-2111 Phone: (916) 830-4370 Phone: (206) 892-3270
Phone: (702) 247-4150

©2017 National Transmission Products, LLC. All rights reserved. natpronet.com

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