GEARS October November 2016

TM
SERVING YOUR INDUSTRY

TODAY, AND IN THE YEARS AHEAD
CVR-1016_v1.indd 2
OCTOBER/
NOVEMBER 2016
10/12/16 9:32 AM
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ADS-OctNov2016.indd 1
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GEARS
TABLE OF CONTENTS
FOR THE TRANSMISSION REBUILDING INDUSTRY
OCTOBER/NOVEMBER 2016
PHONE (805) 604-2000
Publisher
Managing Editor
Technical Director
Advertising
Senior Designer
Graphic Artist
Dennis Madden
Rodger Bland
Lance Wiggins
Frank Pasley
Jeanette Troub
Aurelio Pea
Contributing Editors:
Steve Bodofsky Martin Brooks
Jim Cathcart Alex Goldfayn
Scott Shotton Thom Tschetter
ATRA Technical Staff:
Rolando (Rolly) Alvarez
Mike Brown
David Chalker
Pete Huscher
Shaun Velasquez
Director of Event Services
THE WORD ON THE STREET:

Something New Just Got Easier
Page 4
SPECIAL INTEREST & TECHNICAL

4
Bill Brayton
Keith Clark
Rob Faucett
Mike Souza
Jarad Warren
Vanessa Velasquez
SHOP PROFILE:
Ville Platte Transmissions:
Going the Extra Mile
Page 68
FUN WITH TRANSMISSIONS:

The AHF1: Whats It All About?
Page 32
THE WORD ON THE STREET: Something New Just Got Easier
by Mike Souza
12 TALES FROM THE BENCH:

Simple Solution Equals Big Savings: Subaru CVT Gen 1
by Jarad Warren
20
WIT: Serving Your Industry Today, and in the Years Ahead
Steve Bodofsky
PAID ADVERTORIAL
The views expressed in this publication should not necessarily be interpreted

as the official policy of the Automatic Transmission Rebuilders Association (ATRA).
Publication of product information or any advertising does not imply recommendation by ATRA.
GEARS , a publication of ATRA, 2400 Latigo Avenue, Oxnard, CA 93030,
is published for the betterment of the transmission industry and is distributed
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 transmission industry in the United States, Canada, ATRA Members in Mexico & Europe,
and related automotive industry firms and individually. Send changes of address
to GEARS in care of ATRA. Subscriptions are available by contacting GEARS in
care of ATRA.
Advertisers and advertising agencies assume full liability for all content of advertisements printed and also assume full responsibility for any claims arising therefrom against the publisher. The publisher reserves the unqualified right to reject any
advertising copy as it deems appropriate, with or without cause.
GEARS is designed to provide accurate and authoritative information in regard
to the subject matter covered. It is distributed with the understanding the publisher
is not engaged in rendering legal, accounting or other professional service. If legal
advice or other expert assistance, is required, the services of a competent professional person should be sought from a Declaration of Principles jointly adopted
by a Committee of the American Bar Association and Committee of Publishers.
GEARS also welcomes articles submitted by members of the industry. GEARS
considers all articles for publication that contribute positively to the welfare of the
transmission industry, and reserves the right to edit all articles it publishes. If you
would like to submit an article to GEARS, include background information about
the author and a telephone number where he/she may be reached. If you want
submissions returned, enclose a self-addressed, stamped envelope.
Editorial and Business Offices

2400 Latigo Avenue,
Oxnard CA 93030
Phone (805) 604-2000
Fax (805) 604-2006
www.gearsmagazine.com
www.atra.com
POSTMASTER: Send address changes to GEARS, P.O. Box 16118,
North Hollywood, CA 91615-6118
Publications Mail Agreement No. 40031403
Return Undeliverable Canadian Addresses to:
Station A, PO Box 54, Windsor, ON N9A 6J5
Email: gears@atra.com
Issue #209
1TOC-1016.indd 2
Printed in U.S.A.
Copyright ATRA 2016
24
32
42
46
52
56
The Honda Low Sprag Dilemma
Keith Clark
FUN WITH TRANSMISSIONS: The AHF1: Whats It All About?
by Bill Brayton
THE OTHER SIDE OF THE PUMP: Tips for a Successful Converter Installation
by Martin Brooks
Misfire? Heres Some Direction
by Scott Shotton
HEAVY METAL: Experiencing Mazdas AAS (Active Adaptive Shift)
by Rolly Alvarez
Ring Ring, RE5R05A Calling!
Submitted by the TransTec Technical Department

PAID ADVERTORIAL
58
60
66
68
76
THE REVENUE GROWTH HABIT: Current Trends Affecting Your Sales Growth
by Alex Goldfayn
UP YOUR BUSINESS: Proactivity: A Good Start to Great Leadership
by Thom Tschetter
Master Craftsman Mentality
by Jim Cathcart
SHOP PROFILE: Ville Platte Transmissions: Going the Extra Mile
by Steve Bodofsky
ATRAS 2016 POWERTRAIN EXPO EXHIBITOR DIRECTORY
DEPARTMENTS
2
FROM THE PRESIDENT:

Welcome to Paris!
by Jim Rodd
120
123
128
POWERTRAIN INDUSTRY NEWS

SHOPPERS AND CLASSIFIED
LIST OF ADVERTISERS
Be sure to read our Feature Story,

WIT: Serving Your Industry
Today, and in the Years Ahead
on page 20.
(Paid Advertorial)
10/12/16 8:33 AM
FROM THE PRESIDENT
d like to welcome everyone who made it

to ATRAs Expo 2016. This is our first time at the Paris
Hotel and Casino, on the beautiful Vegas Strip. Its prime location offers
easy access to everything on the Strip.
This is an exciting year at Expo, with a number of all-new, first-time events:
This year introduces our very first Transmissions 101 program. What is Transmissions
101? Its a new tech program, designed exclusively for instructors, students, and technicians
who are new to the industry.
Anyone who follows the ATRA Whats Working program and Fixit forums knows how
by Jim Rodd
hard its become to find new, qualified technicians. It used to be you could lure them away
ATRA
Board President
from your competitors, find kids that grew up around farm equipment, or, if you were lucky,
members.atra.com
take your pick as they graduated from nearby vocational schools. There arent a lot of those
people around anymore.
I had the opportunity to speak with GEARS Managing Editor Rodger Bland about the
Transmissions 101 program; I could see how excited he was. Heres how he explained it: Transmissions 101 is the
perfect way to help grow your own for the future.
But thats not all: You can help influence the future of the transmission industry by attending the Education to
Industry Summit, where you can offer your thoughts or ideas to automotive instructors who are doing their part to
develop the educational path for tomorrows techs. When it comes to shaping your future, ATRAs got you covered. For
more, check your Expo brochure.
ATRA Powertrain Expo golf program kicks off at eight oclock Thursday morning, and will end in plenty of time
for you to get back to the Paris for the kickoff seminars. The event is sponsored by Slauson Transmission Parts, and
will be held at the Angels Park Mountain Course.
The Transtar Cocktail Reception will be out at the pool under the Eiffel Tower. Transtar goes all out to make this
an exceptional event, where you can rub elbows with like-minded folks from every corner of the globe. Theres no
charge and everyone attending Expo is welcome.
This years trade show will have ATRA and ReMaTec in the same exhibit hall. There will be almost 150 vendors
under the same roof, filling up 85,000 square feet of exhibit area.
The popular ATRA Luncheon, which kicks off the trade show on Friday afternoon, is once again sponsored by
Raybestos and features Jeff Havens as the keynote speaker. His theme? Us vs Them: a hilarious presentation about the
industrys generational gap.
The ATRA Chapter Presidents meeting takes place on Friday morning and the ATRA Long-Timers will meet on
Saturday afternoon. ATRA has chapters all over the United States; these chapters are the foundation of ATRA.
Of course, you wont want to miss the ATRA Member Meeting on Friday morning. This meeting is open to
everyone attending Expo; not just ATRA Members. This is where youll get to hear from other ATRA Members, meet
the ATRA staff and Board of Directors, and make your voice heard regarding a variety of situations youre facing.
I urge you to attend.
This is your industry, and ATRA is the only association dedicated exclusively to transmission repair. Expo is the
one place where you can share your views and make a real difference in the direction this industry is heading. Its an
opportunity you wont want to miss.
Once again, welcome to Expo: Im looking forward to getting to know you and hearing what you have to say.
Jim Rodd
ATRA Board President

2
1FromPresident 1016.indd 2
GEARS October/November 2016
10/12/16 8:36 AM
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THE WORD ON THE STREET
by Mike Souza
members.atra.com
hile working on later model

Nissan vehicles equipped
with the RE0F10D CVT
(figure 1), youll notice theyre using
a much heavier push belt compared
to the earlier model RE0F10A CVT
(figure 2). The late model RE0F10E/
H/J CVTs now use a chain instead of
a push belt. Everything still works the
same; they just use a heavier chain to
handle the torque from larger engines
with more horsepower.
When you remove the pulleys with
the rear cover which is standard
procedure on most CVTs youll
notice the RE0F10E chain assembly
looks very familiar (figure 3). It also
has two plastic chain guides, which
are similar to the ones in the Subaru
Lineartronic CVTs.
The best part of removing a chain
from the pulleys instead of a push
belt is theres no need for nylon tie
wraps (or zip ties). These nylon tie
wraps prevent the push belt made
of hundreds of plates held together
with steel bands from coming apart
(figure 4).
The construction of the chain
eliminates this requirement, making
it easier to work on. If youve ever
had a push belt fall apart on the bench
because you didnt wrap it with at least
two nylon ties, youll understand.
A closer look reveals two chain
guide pins, similar to the Lineartronic,
but now it has lubricating holes
designed to spray oil onto the chain.
The open end of these tubes fit
onto two steel tubes inside the case
(figure 5).
4
1mikesouza1016.indd 4
Figure 1
Figure 2
10/12/16 8:37 AM
Figure 3
Figure 4
There are two flat notches on the tubes that

align with two notches on the steel tubes. These
notches preventing the tubes from rotating
(figure 6), which keeps the lube holes aligned to
spray oil onto the chain.
Figure 5
Figure 6
10/12/16 8:37 AM
The jaws edge wont

damage the pulley sheath.
Now you can easily
remove the chain from
the primary pulley.
The procedure for removing the chain from the pulleys is the
same as for removing a belt. You can remove the chain with the
pulleys out of the rear cover or leaving them in and using the cover as
a support. If youre leaving the pulleys in with the transmission on the
bench, youll have to prop the case up because of the height difference.
You can use a two-jaw gear puller to compress the spring on the
secondary pulley. Similar two-jaw pullers are available on the internet
for around $200-300, such as this TJ-1 Posi-Lock #11054 (11054 is the
jaw length; figure 7).
A three-jaw puller is available
for a few dollars more, but the
third jaw wont fit in tight areas
on some CVTs. The two-jaw
puller works well on almost
all CVTs, except the Subaru
Lineartronic Gen II. That CVT
requires a special tool because
of the secondary pulley design.
(For more, check out the ATRA
Lineartronic Gen I and II
comparison webinar or the article
in GEARS June 2016 issue).
To use the gear puller, set
the edge of the two jaws on the
edge of the upper secondary
pulley to compress the spring.
The jaws edge wont damage
the pulley sheath. Now you can
easily remove the chain from the
primary pulley. Use the same
procedure to reinstall the chain.
Once the chain or belt is back
onto the pulleys, youll need to
add a couple nylon ties around
the entire chain or belt before
removing the puller. Theyll keep
the upper pulley from moving
too far down, leaving some slack
in the chain/belt for aligning
the pulleys during installation
(figure 8).
6
Figure 7
Figure 8
10/12/16 8:37 AM
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Figure 11
There are two extended tabs

on the rear cover
to hold the tubes in place.
Figure 10
Normally, the next step for reassembly would be to install the pulleys
and chain back into the rear cover.
Once installed with the retainer bolts
through the cover, youd cut the nylon
ties off. That would keep the chain or
belt stretched tight.
Not so on this unit: On this chain
assembly, theres nothing holding the
two aluminum tubes in place; they just
sit on the plastic guides (figure 10).
There are two extended tabs on the
rear cover to hold the tubes in place
(figure 11), so the pulley and chain
assembly has to go into the case first;
not into the rear cover. Then you can
set the two aluminum tubes onto the
plastic chain guides, one at a time,
before installing the cover (figure 12).
Figure 12
10/12/16 8:37 AM
10/12/16 8:06 AM
Figure 13
Make sure you have

the two flat areas of the
tubes facing inward, so the
tubes are aligned correctly
(figure 13). Now you can
install the cover onto the
pulleys, using a couple bolts
with the heads removed for
alignment pins (figure 14).
Thats it; youre done!
And youll find this same
procedure much easier on all
Nissan CVTs even those
with a push belt. Every day
should be a new learning
experience; otherwise it just
wouldnt be worth getting out
of bed.
Well be covering this
information on Nissan CVTs
and much more at the ATRA
Powertrain Expo on October
27 30th in Las Vegas at the
Paris Hotel. See you there!
10
Figure 14
10/12/16 8:37 AM
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Especially in the transmission kit business.
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At Precision International we understand that. Thats why for forty
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rebuilding kits for all applications. Not just the volume numbers.
For service, tech support, kit inventory and availability for the newest models, to the hard to find oldies, Precision International is the
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So the next time a car is taking up your bay

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10/12/16 8:06 AM
TALES FROM THE BENCH
by Jarad Warren
members.atra.com
12
1jarad 1016.indd 12
TCM
26
B54
This repair is strictly for

the lockup on/off solenoid;
dont confuse that with the
lockup duty cycle solenoid.
First a little info about the
lockup on/off solenoid: Its a
normally open solenoid, which
means it vents when its deenergized. The solenoid should
have about 16 ohms resistance
and has one wire for power; it
grounds through the valve body.
Use an ammeter to test the
circuit and wiring. Using Ohms
Law (V R = I) with a system
voltage of 12.5 volts 16 ohms,
the circuit should draw about
0.8 amps.
The 2010 Subaru 2.5L
Outback TCM is under the
dash; not the easiest place to
reach. Use the wiring diagram
(figure 1) to find connector T4
between
the
TCM
and
transmission. This is the gray,
B11
T4
f you work on Subarus and like to

save money, this article is for you.
We have a very simple solution to
a very expensive problem.
Lately it seems as though you
cant buy anything separate, such as
when you need a single solenoid but
have to buy an entire valve body,
because the solenoid isnt available
separately.
The Subaru CVT Gen 1 has been
on the road for over six years now. Its
starting to show up at shops and the
ATRA HotLine is getting more calls
about it. One of the more common
problem areas has to do with lockup
operation.
The problem goes like this: The
car comes in with code P2769 (lockup
on/off solenoid circuit low) or P2770
(lockup on/off solenoid circuit high).
Theres no solenoid available to repair
this problem. The factory repair
requires you to buy the whole valve
body for around $900.
T11
LOCK-UP
DUTY
SOLENOID
CONTROL VALVE BODY
Figure 1
10/12/16 8:38 AM
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10/12/16 8:06 AM
main connector on top of the transmission,

and its a lot easier place to perform some
basic checks.
Disconnect the connector, and
connect your ammeter between pin 2 and
the positive battery terminal to check the
current draw from the lockup on/off
solenoid. It should draw about 0.8 amps.
Keep the solenoid loaded for a little while.
The problem usually shows up when the
solenoid gets hot the current starts
climbing fast.
If the current remains within specs,
you may have a problem elsewhere in the
circuit, between the connector and the
TCM. In that case, youll have to bite the
bullet and access the TCM.
If the solenoid is overdrawing the
circuit, now you have another problem:
There are no individual solenoids
available for this transmission. Its buy
the whole valve body or nothing.
Until now: If the lockup on/off
solenoid is bad, order a JF506E shift
solenoid B from your local vender. The
JF506E shift solenoid B is very similar to
the lockup on/off solenoid. It bolts right
into place, but there are few minor
difficulties youll have to overcome.
To begin with, the connectors and
their rotations are different (figure 2). No
problem here: Get a used JF506 internal
harness so you can rob one of its
connecters. Cut and splice the JF506
connectors onto the harness. The rotation
of the connector is a little different, but
theres plenty room for it.
The second issue is the solenoid
snouts are different sizes (figure 3): The
JF506E solenoid snout is smaller, so youll
need to make a sleeve. Use the chart for
the sleeve sizes (figure 4).
Figure 2
Figure 3
Figure 4
14
1jarad 1016.indd 14
10/12/16 8:38 AM
10/12/16 8:06 AM
This repair
has been
confirmed a
few times
with very
good results.
Finally, youll have to cut two slots
into the sleeve so the oil can pass
through when the solenoid is off
(figure 5).
We went to Universal Machine
Shop, Inc, in Portland, Oregon, a
machine shop that specializes in
automatic transmissions. They made
this sleeve quickly and cheaply. Its a
simple sleeve that any machine shop
should be able to build. Or, if you have
a lathe, you can make it yourself.
You can make these sleeves out of
plastic or steel. Plastic will work fine,
as long as its a type that can withstand
the heat and oil environment.
Install the sleeve into the valve
body: Make sure its a snug fit and the
oil slots line up so they dont block the
oil from venting. Bolt the solenoid in
(figure 6) and install the valve body.
There you have it: The solenoid is
replaced and you just saved your
customer a lot of money.
This repair has been confirmed a
few times with very good results.
Special thanks to Tony Potamitis
from AA Automatic in Canton,
Connecticut, for sharing this great fix.
Figure 5
Figure 6
16
1jarad 1016.indd 16
10/12/16 8:38 AM
10/12/16 8:06 AM
Superior Transmission Ad OctNov2016.indd 18

STL_RE5_2pg_Ad_V2_PRINT.indd 2-3
10/12/16 8:11 AM
Superior Transmission Ad OctNov2016.indd 19
10/12/16 8:11 AM
9/15/2016 1:39:09 PM
by Steve Bodofsky
members.atra.com
WIT: Serving Your

Industry Today, and
in the Years Ahead
W
hen WIT opened its doors

back in 1999, it had one
underlying goal: to serve
the transmission repair industry
whatever it takes. That goal was so pervasive throughout their business model
that they chose it as their name: WIT
Whatever It Takes.
WITs business model is unique

in our industry. Everyone who works
there from the president to the
drivers who deliver parts to your door
is an owner in the company. That
creates a very special attitude when it
comes to customer service.
Kelly Hammock, VP of branch
operations, explains it like this: When

you call WIT, youll never have anyone
tell you Its not my job. Serving the
industry is everyones job at WIT, and
its a job they take seriously.
But ours is a changing industry.
The business environment you face
today is nothing like it was back at the
WIT Sales Conference Opryland
20
1WIT-1016.indd 20
10/11/16 8:32 AM
WIT at the ATRA Powertrain EXPO Las Vegas
turn of the century or, for that matter,

just a couple years ago. So WITs
approach to serving the industry has
had to change with it.
Thats why a big part of their
business model involves monitoring
trends in the transmission repair
industry. By analyzing those trends,
WIT is able to predict how the industry
will look a few years from now, allowing
them to prepare for those changes long
before they reach your door.
Lets look at some of the ways WIT
has adjusted its operating strategies
to address this changing environment,
to serve you today and in the years
ahead.
Rapid Delivery and

Expanded Inventory
One of the most obvious changes

to the transmission repair business
involves parts. Most of us can
remember when transmission parts
were part of your shops inventory. It
was a rare situation when you had to
order anything for a transmission after
it was on your bench.
Today, not so much. The immense
variety of transmissions that most
shops work on regularly has virtually
eliminated the value of maintaining an
inventory. Which means you have to
order everything you need. And, when
you order those parts, you need them to
reach your shop quickly.
1WIT-1016.indd 21
Fast delivery has been a hallmark

of the WIT business model from the
beginning. Their drop-box deliveries
have become the stuff of legends, and
theyre regularly opening new locations
and increasing their inventory, to make
sure most shops can have their orders
the next day or even sooner.
It wasnt long ago where even
the smaller shops kept an inventory,
explains Production Manager Chris
Combs. That isnt the case any more.
One of the ways were addressing
this need is to improve every branch
of our in-house coverage, so that our
customers dont have to wait until the
next day to get their parts.
We have some areas where we
can deliver parts four and five times
a day, says Rodney Peters, VP of
sales. And weve had situations where
weve driven over two hours to help get
one of our customers out of a jam. Its
about getting them the right parts at the
right time.
Another way WIT is addressing the
need for quick delivery is by expanding
into new regions. In September, WIT
opened a new store in Houston, Texas.
When we move into a new
market, what seems to impress people
the most is that we offer them someone
to call and talk to, and to provide them
with exceptional service, says Rodney.
Youd think itd be more complicated
than that, but it isnt.
One of the difficulties with

opening new locations is finding
qualified people and getting them
trained properly. They need to know
the industry; they need to know parts.
This is and important part of our
business model. When someone calls
and asks for a valve body for a 4L60E
or maybe they need a filter or a
band talking to someone who can
relate and tell them what they need is
critical.
How does a new WIT store help
you? It puts that inventory closer to
your shop. The shops in the Houston
area now receive multiple deliveries
daily. Shops that are a little further out
still receive at least one delivery every
day.
That makes it easier for them to
operate, without tying up money in
inventory.
And, while the Houston store is
looking like a terrific success, the folks
at WIT arent sitting back on their
laurels. Theyre already scouting other
regions for new stores; if you dont
have a WIT store nearby yet, dont
be surprised to discover that theyre
evaluating sites near you.
New and Used

Hard Parts
Think back: It wasnt all that long

ago that you probably had a few dozen
cores out back. You needed a drum or
21
10/11/16 8:32 AM
xxx xxx
Kenny Hester
planetary, you pulled a core apart, took

what you needed, and put everything
else on a shelf for later.
Once again, the huge variety of
transmission types has eliminated a
practice that was once universal. Today,
you could have a couple hundred cores
and not have one with the parts you
need. And buying those parts from the
dealer could easily push your customer
over the edge, from a cost perspective.
Weve actually handled hard parts
for as long as weve been in business,
says Chris. When you talk about hard
parts, there are a lot of places that offer
the major components: pumps, drums,
planets, and valve bodies.
But it makes no difference
whether you need a major component
or a snap ring or bearing; either one
can keep you from finishing a rebuild.
So we try to provide access to a wider
range of hard parts; some new, some
rebuilt, some used.
Something as simple as a set of
used pan bolts or a bearing whatever
you need to get the transmission
back together, we service it for our
customers.
Anyone can offer the big parts,
but the parts that keep someone
from putting a unit together are just
as important. Its not particularly
profitable, but its what our customers
need.
The need for quality hard parts
has become critical over the last few
years, so about a year ago, WITs
management team decided to revamp
its production department, to expand
22
1WIT-1016.indd 22
Kits Crew L to R, Top: Marjorie Easterly, Janice Freeman, Tommy Wilson, Bonnie Glass,
L to R, Bottom: Kayla Gossling, Shannon Spears, Mary Holderman, Mindy Girtley
its production volume and inventory of

hard parts.
Weve added several new pieces
of equipment, increased our drum
lines, and almost doubled our inventory
capacity, says Chris. Weve set up a
welding and remanufacturing center for
planets, and even dedicated machinery
to handle nothing but cases.
Were constantly looking at ways
to provide a better product, while
remaining as efficient as possible for us
and our customers.
In-House Valve
Body Diagnosis
and Repair
One of the most problematic areas

in todays transmissions is the valve
body. Many have dozens of valves,
creating literally hundreds of places
for leaks to occur. And, too often, parts
arent available; your only choice is to
replace the entire valve body. That can
create a hard sell to a customer whos
already been pushed to his financial
breaking point.
This is why WIT offers rebuilt
valve bodies: To take those problems
off your plate and provide a reliable,
cost-effective solution.
There are so many variations out
there that no one shop can afford to buy
the tooling to repair every valve body
theyre likely to see, says Chris. You
could find yourself spending $900 or
more for the tools to repair a valve
body you might see once a year. It
doesnt make good sense for them.
All of our valve bodies are

completely disassembled, washed, and
cleaned, explains Howard Fox, WITs
valve body production manager. All
the valves are picked and stroked to
make sure they arent sticking, and we
vacuum test the valve body to look for
any signs of a leak.
All of the solenoids are tested and
any that are out of specs get replaced.
Then the valve body goes onto one of
our test benches, where theyre tested
under pressure, for leaks and proper
operation.
And now were expanding our
valve body operation, from 1500
square-feet to nearly 5000 squarefeet, for additional production and
maintaining inventory.
Most shops dont have the
equipment to test a valve body,
explains WIT President Kenny Hester.
Thats why WIT has begun to offer its
customers a valve body testing service.
For a small fee, we let our customers
send us their valve body and well test
it for them, says Rodney. In some
cases, the problem isnt the valve body
at all.
If the valve body does have a
problem, well offer to repair theirs or
sell them a new one, explains Howard.
In that case, well wave the testing
fee.
In a lot of cases its a lifesaver for
them, says Rodney. It saves them a
lot of time and money, and they dont
have to experiment with parts that may
not be bad.
10/11/16 8:32 AM
Rebuilt Transmissions
Standard and
Automatic
For a lot of transmission shops,

the thought that their parts supplier
is getting involved with remans is
upsetting. But remans have their place
in the industry, even for a traditional,
custom-rebuild shop.
Part of that is because its becoming
harder to find qualified rebuilders, and
the ones who are out there are getting
up in years. So, when your rebuilder
retires, it could take a long time to find
someone to take his place. Even vacation
time can put you out of business for a
few weeks, unless you have a source to
buy rebuilt transmissions.
And lets not forget that its getting
harder and harder to be an expert on
every transmission that comes your
way; there are just too many different
units on the road. Having a reliable
source for remans means you have
a fallback when your rebuilder isnt
familiar with the transmission that just
showed up at your shop. All good
reasons to reconsider using remans.
Many of the transmissions WIT
offers are rebuilt in house; a few are
rebuilt for WIT. All of them are dyno
tested before theyre sold.
Its important to remember that,
while WIT does offer rebuilt automatic
and standard transmissions, they dont
market them to the general public.
Reman transmissions are a service that
WIT offers its regular customers. So
with WIT, chances are youll never find
yourself competing with your supplier.
In fact, if a consumer came to
WIT and asked for a transmission,
theres a good chance hed be
referred to a local shop, where the
transmission can be diagnosed and
repaired properly.
We dont want someone
off the street who knows nothing
about transmissions to install one
of our rebuilds, explains Chris.
Thats just asking for trouble.
The technicians at the transmission
shops have the knowledge to do
the job correctly.
That guy off the street? Theres
no telling what kind of mistakes hes
going to make. And thatll reflect
badly on us, even if theres nothing
wrong with our transmission.
1WIT-1016.indd 23
Sharing the
Knowledge
One of the most valuable features

of being in contact with so many shops
is the knowledge that WIT can accrue
and share with its customers. This
knowledge is often collected simply
by keeping track of the parts that other
shops order for specific units.
Transmissions are getting more
complex every day, says Kenny. So,
for us to provide the best service, we
have to learn as much as possible about
the latest units, to be able to provide
that information to our customers.
Information is a critical part of
this business. Todays technicians have
a tough job, trying to keep up with the
changes taking place. Theres a huge
need for information for us and for
them. Our success depends on each
of us sharing as much information as
possible.
Every day we focus on educating
our team on the latest parts information
and availability, says Rodney. There
are a lot of things were doing behind
the scenes to try to be there for our
customers. Were not just here to sell a
part; were here to build relationships
with our customers.
We listen to what our customers
have to say, says Kenny. If several
customers tell us theres an update on
a unit, and if you dont do the update
the units going to come back on you,
well add that information to the system
so our sales people have it at their
fingertips when someone calls about
that unit.
Tony Logsdon
Theres no substitute for

experience, agrees Chris. When we
learn about issues with a particular
unit, well make notes in our computer
database, to enable our sales people to
ask the right questions and help lead
them down the right path. That way the
technician has a better shot at success
on the first go-round with that unit.
Its a never-ending process;
theres always something were trying
to add to the database to get the best
information to our customers.
At WIT, research doesnt end
with reading bulletins or talking to
shops. Well often buy a late-model
transmission from a salvage yard and
tear it down to see what we can learn,
says Chris. After were finished with
it, well send it to ATRA for them to use
for research and photos.
Of course, WIT also supports
education for the industry. They
provide invaluable financial support
for ATRAs webinar program and
regional seminars support thats
critical for ATRA to continue to provide
the programs necessary for shops like
yours to meet the challenges facing
you, each and every day.
No doubt about it: The industry we
know today is nothing like it was just a
few years ago. And it probably wont
remain the way it is today for long.
But one thing you can count on:
WIT will be there to serve you, no
matter how the industry redefines itself.
And theyll continue to adjust their
business model to meet the changes to
our industry whatever it takes!
Automatics Crew L to R: Derrick Sanders, Marshall Peebles,

Micheal Davis, A.J. Anderson
23
10/11/16 8:32 AM
by Keith Clark
members.atra.com
ver the years, the Honda transmission has evolved from a

simple, two-speed automatic, to a solenoid-laden behemoth. Its
the most unusual automatic transmission on the market, and it scares
many builders off because of its
non-traditional design. But it shares
some basic characteristics that weve
grown accustomed to with other units.
One of those characteristics is the low
sprag assembly.
The clutch apply chart (figure 1)
doesnt encourage the use of a low
PART
POSITION
P
R
N
1ST
D4
2ND
3RD
4TH
1ST
D3
2ND
3RD
2
: Operates
X: Doesn't operate
TORQUE
CONVERTER
sprag. The first gear clutch is applied

directly to the geartrain, without the
use of a sprag assembly in 4-cylinder applications. So why even use
an additional component that could
eventually fail? Maybe because a
sprag helps eliminate shift-timing
issues that can cause clunks on coastdown into 1st.
So units that use a low sprag keep
the low clutch applied in all forward
gears. The sprag freewheels while
the transmission is in other gears.
This prevents the need for complex
programming to accommodate multiple downshift timing scenarios into

first gear, such as those used for the
A604/41TE.
Now that we know what the low
sprag does in the Honda unit, its
easier to appreciate its presence. In the
earliest years, the low sprag took on
several different dimensions, based on
application. Finally, in the early 2000s,
the sprag element became a standard
size across the board.
Even though the elements are
the same, the races differ from one
4TH
1ST GEAR
1ST CLUTCH
2ND GEAR
2ND CLUTCH
3RD GEAR
3RD CLUTCH
GEAR
CLUTCH
REVERSE
GEAR
PARKING
GEAR
X
X
X
X
X
X
X
X
X
X
X
Figure 1: Here is the clutch apply chart for the BAXA/MAXA family transmissions. It covers the 4 cylinder applications for both Honda and
Acura, late 1990s. Note, there is no low sprag in these units. Most other applications, including the 6 cylinder vehicles, use a low sprag for
first gear, and normally keep the first clutch applied, allowing for the low sprag to overrun in all other ranges.
24
1keith 1016.indd 24
10/12/16 8:39 AM
10/12/16 8:06 AM
The Honda Low Sprag Dillema
Figure 2: The low gear is a part of the inner race. Check for undercut in this area of the race. If it is worn, it will need to be replaced.
application to the next. The inner races

become part of the low gear itself,
and are usually the part that fails. The
inner sprag surface becomes worn
by the low sprag element dogs freewheeling on its surface (figure 2). This
wear creates symptoms such as no
forward movement, falling out of gear
when coming to a stop, and neutralbang when accelerating after slowing
to around 5 to 15 MPH. (For more,
check out Mike Souzas article in the
October 2009 issue of GEARS).
You many need to check the first
clutch pressures to make sure the issue
is the sprag. Sometimes these symptoms can be intermittent and you may
not be able to duplicate them easily.
While the inner race is relatively similar across the board, the outer
races differ widely. From the supporting bearings outer dimensions to the
inner lube retaining washers, theres a
wide variety of designs.
One thing that remains constant
is that the outer sprag race surface
is normally intact and doesnt show
signs of wear. So replacing the worn
parts the sprag element and the low
gear would be the proper repair for
this unit. These parts are normally
26
1keith 1016.indd 26
Figure 3: The 3.5L Honda motor produces almost 250 horsepower and ft.-lbs. torque!
This engine pushes all of the internal components to their limits. Given this information,
engineering behind the OEM sprag ensures that it will work and is highly recommended to
use in these applications.
available through the dealer or your

regular parts supplier.
Now for the dilemma: Not all
parts are created equal. Its been a
common repair technique to use a
198286 (early) 700R4 input sprag
element without the washers as a
direct replacement for the OEM Honda

element. This repair works in most
cases, but were seeing some failures
in specific applications (figure 3). The
common thread ap-pears to be the
high torque 3.5L V-6 engine applications. Your best bet is to use the OEM
10/12/16 8:39 AM
10/12/16 8:06 AM
The Honda Low Sprag Dillema
sprag and outer race assembly in

these applications, as opposed to
the early 700R4 sprag element.
Lets take a closer look at why
this has become a problem:
First, theres a dimensional difference between the OEM
versus the 700R4 early element
(figure 4). The 700R4 sprag is
0.045 taller; a substantial difference. This can allow the 700R4
element cage to bind, preloading the dogs and preventing them
from locking. This effectively puts
the unit in neutral.
Another noticeable difference
between the 700R4 and the Honda
elements is there are no centering tabs on the outer cage (figure
5). These tabs not only center the
sprag inside the outer race, but
they also keep the element from
rotating, relative to the outer race.
If you use the 700R4 sprag,
itll float between the two races
until it locks. Thats like a game
of musical chairs, where it may
or may not lock, depending on
the sprag orientation. Remember that the washers you discard
when using the 700R4 sprag keep
the races an equal distance apart
as well as control lubrication to
the element.
The 700R4 element works
well in most applications, but,
since the Honda elements are
available from many resources
other than the OEM, substitution
makes little sense. Youre better
off using the Honda sprag, particularly when working with
high torque, high horsepower
applications.
Then again, maybe the 700R4
sprags have been working just fine
for you. In that case, keep doing
what youre doing. But if youve
run into any of these problems,
consider making a change.
Sometimes its necessary to take
a closer look at your building habits,
especially when dealing with comebacks and no-goes. The parts playing
field is constantly changing. From time
to time, its a good idea to review your
processes and change them to make
sure youre getting the best results in
your rebuilds.
28
1keith 1016.indd 28
Figure 4: Here is a direct comparison between the 700R4 early sprag element (left), and the
OEM Honda sprag (right). The 700R4 element measures .643, while the Honda OEM element is
only .597. This is a difference of .046!
Figure 5: Centering tabs are used in all Honda applications. They dont allow rotation of the
sprag relative to the outer race, and they keep the cage centered and stable. Keeping the races
parallel is necessary to ensure the dogs will be able to mechanically lock on demand.
In this case, until an OEM-quality, drop-in element is available, use

the OEM sprag assembly to make sure
your rebuilds work as designed.
Special thanks to H and A Transmissions, Inc. in Rancho Cucamonga
for helping with this article.
10/12/16 8:39 AM
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10/12/16 8:06 AM
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Transmission Specialties Oct-Nov2016.indd 30
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Transmission Specialties Oct-Nov2016.indd 31
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FUN WITH TRANSMISSIONS
by Bill Brayton
members.atra.com
he A5HF1 has been on the

road for some time now and
there really isnt a lot of tech
info available for it. This unit appears
in 2006up Hyundai and 2006up Kia
models (figure 1). The transmission
may look familiar because it closely
resembles the F5A51 found in
Mitsubishi vehicles.
Hyundai
2006-10 Azera 3.3L, 3.8L
2007-09 Entourage 3.8L
2007-09 Santa Fe 3.3L
2006-09 Sonata 3.3L
KIA
2006-09 Amanti 3.5L, 3.8L
2006-09 Sedona 3.8L
Figure 1
In this edition of Fun with

Transmissions, well check out the
A5HF1 and what features make it
unique. Well also get the lowdown
on special tools and procedures for an
efficient and profitable repair. Start
with a look at the clutch and band
application chart (figure 2).
The A5HF1, while similar looking
to the F5A51, has many upgraded
components. They include:
more direct planet pinion gears
(from 3 to 4)
more OD planet pinion gears
(from 3 to 4)
larger reduction band apply piston
higher capacity torque converter
The A5HF1 uses seven solenoids to
control transmission shifts (figures 3A &
3B). The shift solenoids actually control
the different apply components in the
unit (figure 4). These solenoids work
exactly as the 604 solenoids have since

1989.
Unlike its predecessors, the A5HF1
has a variable force solenoid (VFS) to
control line pressure. In the past, the F5
and the F4 series transmissions used a
fixed line pressure.
But unlike traditional pressure
control solenoids, the VFS solenoid
doesnt control line pressure rise.
Rather, the VFS in the A5HF1 could
be called a pressure reduction solenoid.
When the vehicle gets up to speed
in 3rd, 4th, and 5th gears, the VFS
solenoid will drop line pressure. The
result is the all-important reduction in
fuel consumption.
This transmission is also the only
unit weve seen with a dam and
cooler pipe for the VFS solenoid. The
dam acts as a bucket and the orificed
tube sprays cooling oil directly onto the
solenoid.
A5HF1 Clutch & Band Apply Chart

Gear
Range
Reverse
Clutch
Underdrive
Clutch
2nd
Clutch
Overdrive
Clutch
Park
Reverse
ON
ON
D-2nd
ON
D-3rd
ON
D-4th
ON
D-5th
Direct
Clutch
ON
Neutral
D-1st
Low/Rev
Clutch
ON
ON
ON
ON
ON*
ON
ON
ON
ON
ON
* Low/Reverse clutch is applied below 6 mph, released above 6 mph.

** Damper Converter Clutch (DCC) dependant on throttle position,
temperature and vehicle speed.
Low
(OWC-1)
Sprag
Reduct
(OWC-2)
Sprag
DCC
Gear Ratio
Hyundai
Kia
3.859
4.586
3.840
4.457
ON
ON
ON
Reduct
Band
ON
HOLD
HOLD
ON
HOLD
2.092
2.442
ON
HOLD
1.440
1.686
ON
HOLD
ON**
1.048
1.233
ON**
0.728
0.868
Note: Reverse Clutch is applied with fluid pressure from the manual valve.
Note: (OWC = One Way Clutch).
Final Drive
Ratio 3.333
Figure 2
32
1bill1016.indd 32
10/13/16 8:13 AM
10/12/16 8:06 AM
The A5HF1: Whats It All About?

A5HF1 Solenoid Identification
1
Overdrive Clutch Solenoid
Low/Reverse Clutch Solenoid
Reduction Brake Band Solenoid
VFS Solenoid (Line Pressure)

2007 - Up Hyundai & 2006 - Up Kia Only
Underdrive Clutch Solenoid
Second Clutch Solenoid
TCC Solenoid
Figure 3A
Rebuild Tips
ATRAs management spoke to a major hard parts

supplier about what hes selling for the A5HF1. According
to that supplier, The units are holding up well on hard
parts. In the last eight months, weve sold 51 pump bodies;
the gears are breaking apart and sometimes they break the
crescent as well. Weve sold 10 stators, 19 OD planets, 11
rear planets, 11 UD drums, 13 reverse drums, and 4 valve
bodies.
The supplier did add that the reason for the high
number of pumps is that its the same body whether its a
4-speed Mitsubishi or a 5-speed Hyundai.
The front pump alignment is very critical in this unit
because it isnt a self-aligning pump. There are a couple
different ways to align the pump: with a special tool and
without.
A5HF1 Solenoid Apply Chart

Gear
Range
UD
Sol
2nd
Sol
OD
Sol
DCC
Sol
L/R Dir
Sol***
RED Line VFS

Sol
Sol
Park
ON
ON
ON
OFF
OFF
OFF
****
Reverse
ON
ON
ON
OFF
OFF
OFF
****
Neutral
ON
ON
ON
OFF
OFF
OFF
****
Figure 3B
Without Alignment Tool
The pump-to-converter housing and the stator support

half-to-main case is practically an interference fit. This means
you can use the two to align the pump (figures 5a and b).
* Low/Reverse clutch is applied below 6 mph, and releaseed above 6 mph.
** Damper Converter Clutch (DCC) dependant on throttle position, temperature
and vehicle speed.
*** Low/Reverse Clutch or Direct Clutch depending on switch valve position.
**** VFS is constantly modulating to control Line Pressure depending on throttle
opening, engine load and vehicle speed.
Solenoid On = Energized
Solenoid Off = De-Energized
Failsafe: Two failsafe strategies are available, 2nd gear and 3rd gear.
Should all solenoids be turned Off (i.e. electrical failure), 3rd gear will be the result.
2nd gear failsafe "may" be commanded by the TCM< energizing the appropriate
solenoids. Reverse always available.
D-1st
OFF
ON
ON
OFF
OFF*
OFF
****
D-2nd
OFF
OFF
ON
OFF
ON
OFF
****
D-3rd
OFF
ON
OFF
OFF
ON
OFF
****
D-4th
OFF
OFF
OFF
ON**
ON
OFF
****
D-5th
ON
OFF
OFF
ON**
OFF
ON
****
Figure 4
Figure 5A
34
1bill1016jt.indd 34
Figure 5B
10/11/16 8:48 AM
10/12/16 8:07 AM
Figure 6
Figure 7
Figure 8
Here are the steps:

1. Assemble the pump
body to the stator,
leaving the bolts loose.
2. Secure the pump to the main case
(figure 6).
3. Bolt the converter housing to the
main case (figure 7).
4. Tighten the bolts, securing the
pump body to the stator support
through the center of the case
(figure 8).
5. Disassemble the case halves and
remove the pump from the main
case.
36
1bill1016jt.indd 36
Figure 10
Figure 9
6. Torque the stator to pump body

bolts to 90-110 lb-inches (10.0
12.5 Nm).
With Alignment Tool
1. Assemble the pump and stator,

leaving the bolts loose.
2. Install the Sonnax alignment
tool into the pump (figure 9) and torque
the bolts to 90110 lb-inches (10.0
12.5 Nm).
The special tool indexes

from the inner diameter of the
stator and pump bushing for
a solid pump alignment. As
you can see, using the special tool does
have its advantages.
The Unacceptable
Method
Never use the torque converter

as an alignment tool (figure 10)!
If youve been using this method
without issues such as noise and broken
gears, youre very lucky.
10/11/16 8:48 AM
10/12/16 8:07 AM
Figure 11A
Figure 11B
Figure 12
Direct Planetary Gearset
Figure 11C
Theres nothing holding the internal components of the

torque converter in alignment (figures 11A, 11B and 11C).
The converter clutch has no alignment to the cover because
it rides on the impeller, which is splined to the input shaft.
The stator has no alignment because its riding on the stator
splines.
Bottom line: Never use this method to align pumps.
38
1bill1016jt.indd 38
The direct planetary gear set is a part of the driven

transfer shaft assembly. The direct planet in the A5HF1 has
four pinions; the F5A51 has only three. You must take this
shaft apart for inspection and cleaning during the rebuild
process. If it looks familiar, thats because the Ford FNR5 and
the Toyota U250 have the same style transfer shaft/planetary
gearset.
Once youve removed the 50mm nut (the largest socket
in your box), the shaft parts press apart, much like its Ford
and Toyota counterparts (figure 12).
After youve cleaned, inspected and replaced any parts
necessary, youll reverse the pressing order.
10/11/16 8:48 AM
10/12/16 8:07 AM
The last step is to torque the very large nut.

Youll do this during the final transmission assembly,
after youve added the parking pawl assembly to the
case. Now you can engage the park mechanism and
hold the case (figure 13) to torque the nut to 125 lb-ft
(170 Nm). Much easier than attempting to hold the
shaft outside the case.
One More Special Tool
The low/reverse clutch return spring can be a

challenge without the special tool. The factory uses
tool MD99957 (figure 14).
We put together our own special tools out of
some extra parts we had laying around the shop. We
used a piece of steel bar stock from another tool we
made. To adapt it to this unit, just drill a couple holes
to match the case. The ring gear is from a 604 and it
fits the job perfectly (figure 15 and 16).
Youve seen this unit before and now you should
have a better understanding of what its all about.
As long as you use the correct tools and use
practical methods, you should be able to keep on
having fun with transmissions!
Figure 13
Figure 15
Figure 14
Figure 16
40
1bill1016jt.indd 40
10/11/16 8:48 AM
10/12/16 8:07 AM
THE OTHER SIDE OF THE PUMP
by Martin Brooks
President, TCRA
hen youre playing a sport,

sometimes its necessary
to go back to basics to
achieve your best performance. This
applies to other things in our life as
well. In this article, were going to look
at the basics of converter installation.
Following those basics will help to
prevent the dreaded comeback and
possible warranty claims.
The very first step in installing the
converter begins before you even open
the box: Check the rear face of the
engine block where the transmission
bolts, to make sure its clean and free
of any paint or burrs. And check that
the alignment dowels are in place
and protrude far enough to index
the transmission. If you removed the
starter, make sure its clean and free
of oil.
One of the most overlooked areas
to check is the pilot pocket in the
back of the crankshaft or flexplate

adapter. 4L80 and A4LD/4L55
transmissions have had issues in this
area. Make sure the pilot pocket is
clean and free of wear, and then apply
a light coat of grease to the pocket.
Inspect the flexplate for wear at
the converter mounting surfaces and
check for cracks. Tap the flexplate with
a wrench: It should ring like a bell. If
you hear any buzzing, the flexplate
may be cracked.
Now to the transmission: Make
sure the face of the transmission case
is clean and free of paint and burrs,
and theres no wear in the dowel
pin holes.
With this done, youre ready
to move on to the converter itself.
Compare the new converter to the
original, paying attention to the
diameters and lengths of the pilot and
hub. Remove any paint from the pilot,
and make sure the mounting pads

are the correct type and the threads
are in good condition, clean, and free
of paint.
You should also check that the fin
angles are the same (figure 1). If there
are any differences between the two
converters, call your supplier to make
sure its an acceptable change.
Now check the converters
endplay:
Select a shaft or similar piece thats
larger than the input spline and
smaller than the stator spline.
Invert the converter so the impeller
hub faces down and use the shaft to
push up on the input spline.
In general, you should have between 0.010 and 0.030 movement.
Figure 1
42
1Brooks 1016.indd 42
10/12/16 8:40 AM
Some converter models can

vary, so, when in doubt,
check with your converter supplier for the
correct measurement.
Now youre ready
to place the converter
against the flexplate and
make sure the pilot and
mounting pads are a
good fit.
If everything checks
out okay, youre ready to
prefill the converter with
one pint to one quart of the
fluid recommended for the
transmission. Besides lubricating the converter bearings,
this gives the clutch lining time
to absorb the transmission fluid.
Most converter remanufacturers dont
presoak their clutches, due to the many
different fluids available. This makes
prefilling especially important.
When installing the converter into
the transmission, make sure you follow
the manufacturers procedures, and be
careful not to damage the internal seal.
Lubricate the pump seal and bushing

with fluid; not grease.
In some newer transmissions,
such as the 6T70 and 6F50, you need
to install the converter with the
transmission held vertically. With
other units, such as the 45RFE, rough
installation can easily damage the
plastic turbine hub-to-cover thrust
washer.
As you install the transmission,
make sure the mating face sits fully
against the engine block, with the
dowels installed correctly and no gaps
between the mating surfaces before
you tighten the bolts.
Push the converter all the way
in to the transmission and measure
the gap between the flexplate and
mounting pads. On most units,
this clearance should be between
1/8 and 1/4. On stud-mounted
converters, push against the end of a
stud to force the converter back into
the transmission and then pull the
converter forward to the flex plate. You
may find that starting a nut on the stud
will make this easier.
If theres too much clearance, you

can add spacers between the flexplate
and mounting pads. The spacers must
be all the same thickness and you must
make sure you have adequate pilot
engagement.
Start all the converter bolts before
final tightening. Never use an impact
wrench to tighten the converter bolts;
thats likely to damage the converter.
Use a ratchet or wrench. On units
with blind mounting pads, make sure
youre using the correct length bolt and
never overtighten. Overtightening or
bolts that are too long may damage the
reaction surface for the lockup clutch.
When filling the transmission,
always follow the manufacturers
procedures. Modern transmissions
have high capacity pumps and small
fill tubes or fill ports, so its possible
to run the pump dry and damage the
pump and converter during the initial
startup.
By taking a little extra time and
care with your installation, youll
prevent problems and save time and
money in the long run.
Aisin Warner 09G/TF60SN

Part Number
350-0149
Part Number
52-0566
Description
Wire Harness with 6-Pin Connector (2004-2014)

Part Number
350-0151
EPC, C1, C2, C3, B1 Band Clutch Linear Shift Control
More robust design than OE component.

Calibrated in-house for consistent operation.
Sealed motor rejects harmful contaminates.
Added strength with hard anodized aluminum.
Hard plated armature for extended life.
Permanently ATF-lubricated core.
Not available for sale from the dealer.
Original Equipment Performance. Right Out of the Box.
Wire Harness with 14-Pin Connector (2003-2014)

1Brooks 1016.indd 43
RostraTRANSMISSION
Solenoids. Wire Harnesses. Sensors. Modulators.

RostraTransmission.com
rostratweets
RostraPC
43
10/12/16 8:40 AM
WE
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Annual Usage.
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engineering
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prototype parts and
10/10/16 10:48 AM
to your print. We also
Misfire? Heres
Some Direction
by Scott Shotton
The Driveability Guys
his month, well look at how to

use scan data to help identify a
misfire. For an engine to run
correctly, it needs three main things:
compression, spark, and the correct air/
fuel mixture. If any of these is missing,

the result will be no combustion in the
affected cylinder.
There are a number of tests to help
determine which of these items is at
fault. You can test fuel injectors, scope
the secondary ignition, inspect spark
plugs, perform compression tests, and
much more.
But performing all these tests takes
time. To narrow your search, you can
use scan data to choose a logical path
and hopefully eliminate the superfluous
tests.
Youll want to look at these PIDs:
fuel system status
short term fuel trim

long term fuel trim
downstream oxygen sensor
voltage
But before you can analyze that
data, you must first understand what
good looks like.
The fuel system or loop status
PID indicates whether the vehicle is
operating in open or closed loop. The
vehicle needs to be in closed loop
before fuel trim has meaning. When the
vehicle operates in open loop, fuel trim
has no real effect on vehicle operation,
so youd be missing one of the pieces of
the puzzle.
Figure 1
46
1scottshotton1016.indd 46
10/11/16 8:51 AM
S:7
Original standards. Remanufactured.

Ford is your source for remanufactured gas engines. Each one
is built to original performance specs, including the latest Ford
engineering enhancements. And since every remanufactured
gas engine is built with parts that keep it specific to make,
model, year and emissions calibration, youll get the right fit
every time. No guesswork. Thats the power of original.
S:10
Contact the Ford Powertrain Assistance Center

at 800-392-7946 or visit FordParts.com.
See dealer for warranty details.
10/12/16 8:07 AM
Figure 2
When diagnosing
a misfire, the
downstream
sensor will help
you identify how
well the engine
was fueled.
The second piece of the puzzle
is fuel trim. What you really want is
total fuel trim, which probably isnt
something your scan tool displays. To
calculate total fuel trim, add short term
fuel trim and long tern fuel trim together.
This represents the total amount of fuel
the PCM is adding or subtracting at that
moment. In general, plus or minus 5%
is ideal, while plus or minus 10% is
acceptable.
Finally, check the downstream
oxygen sensor voltage. The downstream
sensor has three main jobs: monitor
catalyst efficiency, provide input for
minor fuel trim corrections (on some
applications), and cross check the
upstream sensor.
48
When diagnosing a misfire, the

downstream sensor will help you
identify how well the engine was fueled.
A good downstream oxygen sensor
voltage could read anywhere from
low to high. Usually the voltage will
be relatively flat and float somewhere
in the middle 800 millivolts. Whats
important is that it should never be
flatlined at the bottom or stuck near
zero volts.
Look at the data from bank 2 on
a V8 engine (figure 1). The vehicle is
running correctly with no misfires. This
is the baseline, or known-good data.
The PCM is in closed loop, so the fuel
trim numbers can be trusted. The total
fuel trim correction is +4.7% (-3.1+7.8)
which is well within acceptable limits.
Finally, the downstream oxygen sensor
voltage is hovering at an acceptable 785
millivolts.
Now look at the data from the same
vehicle, but this time its misfiring on
a single cylinder on bank 2 (figure 2).
Again, the PCM is in closed loop so you
can trust the fuel trim numbers. Total
fuel trim correction is now +21.9%
(3.9+18.) This positive correction
means the PCM is adding fuel to
compensate for a lean condition.
In this case, the four cylinders

on the right side of the engine are
responsible for 100% of the air fuel
mixture that will be going past the
oxygen sensor for that bank. So each
cylinder is responsible for 25% (100
divided by 4) of the mixture for that
side of the engine. Basically, if one fuel
injector were to fail, that bank of the
engine would be about 25% lean. In our
case, a +21.9% correction is very close
to that measurement, and is a strong
indicator of a fuel injector-related,
single-cylinder misfire.
You can apply this math to
most engines: A V6 engine with two
upstream oxygen sensors would have
three cylinders exhausting past one
oxygen sensor, so an injector would
be responsible for 33% of the fuel on
that bank. A V6 engine with a crossover
pipe and only one upstream oxygen
sensor would be about 17% if a single
injector were to fail, and so on.
You can also examine the
downstream oxygen sensor voltage.
On this vehicle, its flatlined at 65
millivolts. The abundance of oxygen in
the exhaust causes low sensor voltage
and is an additional indicator of a fuelrelated problem.
10/11/16 8:51 AM
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10/12/16 8:07 AM
Figure 3
The next failure is on the same

vehicle (figure 3). It has a singlecylinder misfire on bank 2, so well
observe the same PIDs. This time the
misfire is ignition related. You might
think that, if a cylinder fills with oxygen
and fuel but combustion doesnt occur,
the unconverted oxygen will cause the
oxygen sensor to drop lean. This lean
condition should then cause a positive
fuel trim correction. It doesnt:
Again, the engines in closed loop.
This time, total fuel trim correction
is +11.7%, or just barely outside the
acceptable range. This fuel trim isnt
nearly as positive the previous, injectorrelated misfire. Heres why: Oxygen
sensors dont actually measure oxygen
in the exhaust. Theyre actually more
of an oxidation sensor, creating a signal
based on the oxidation of unburned
or improperly burned fuel left in the
exhaust. (For more on that, check Steve
Bodofskys article in the March 2004
issue of GEARS.)
In the case of an ignition misfire,
the engine still has enough fuel, so it
50
shouldnt require any drastic fuel trim

corrections. For reference, the upstream
air/fuel ratio sensors would yield the
same result.
The downstream oxygen sensor
voltage shows that the engine was
fueled adequately. The data gathered
during this misfire is 935 millivolts;
very close to our known good readings.
Thats because an ignition-related
misfire leaves fuel trim levels and
downstream oxygen sensor PIDs very
close to normal.
This technique is a valuable way
to improve diagnostic efficiency and
reduce the time invested for diagnosis.
For example, if the numbers indicate a
fuel-related misfire, theres no reason to
waste time testing the ignition system.
Nothing in our industry is 100%
and this technique is no different.
There are two flaws with this process:
First, it works about 95% of the time;
occasionally a vehicle wont behave
as described here. When that happens,
the fuel trim numbers are usually off,
but you should still be able to trust
the downstream oxygen sensor. In that

case, the worst scenario is that the data
suggests a fuel issue, the fuel system
tests good, and you have to perform
additional tests to rule out an ignition
issue.
The second flaw is that this
technique is great for choosing a fuel
or ignition related diagnostic path, but
does nothing for a mechanical misfire.
Thats because how fuel trim numbers
and downstream oxygen sensors behave
for a compression-related issue depend
on the type of mechanical failure.
For example, a leaking valve
would yield different results than a
stuck closed valve. And whether its the
intake or exhaust valve could cloud the
results even further. Again, worst case
scenario would be having to perform
additional testing.
Hopefully, a quick check of these
data PIDs early in your misfire diagnosis
will help streamline the process. Next
time a misfire comes in the door, give
it a shot.
10/11/16 8:51 AM
HOW MUCH ARE YOUR CONVERTERS

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can stand up to the demands of racing,
just think how well your converters will
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10/12/16 8:07 AM
HEAVY METAL!
by Rolly Alvarez
members.atra.com
irtually every manufacturer

is offering its own version of
an automatic/manual gearshift system, and Mazda is no exception. The Mazda system is called the
Active Adapt Shift (AAS). In this system, the computer controls the shift
points to provide the best driving
results, based on the road conditions
and driver input.
This system should improve drive
feel, cornering, performance at high
elevations, and help control vehicle
operation if you accidentally step on
the gas pedal too quickly with the
selector in drive.
One thing to remember about
Mazdas AAS: Depending on road
or driving conditions, the computer
could delay or even prevent shifts.
That could make you think youre
52
1rolly 1016.indd 52
dealing with a transmission problem

when there arent any. The computer
has just taken control of the system to
maintain the optimum performance
and engine power.
SHIFT LOCK SYSTEM
As with many other new vehicles,

the shift lock solenoid will lock the
shift selector from shifting out of park
unless youre pressing the brake pedal.
To shift out of park you must:
Apply the brake pedal.
Start the engine.
Press and hold
the lock release button.
Move the selector.
You cant move the selector
out of park with the ignition switch
turned off or to accessory, and you
cant turn the ignition off unless you
have the selector in park. Notice that

the selector looks like the shifter on a
manual transmission (figure 1); not an
automatic.
If you cant shift the lever from
P to D, continue to hold the brake
pedal down and access the shift
lock override cover. Use a flat head
screwdriver to remove the cover and
push the release down (figure 2).
UNDERSTANDING
SHIFT OPERATION
Shifting to manual mode while

the vehicles moving wont damage
the transmission; think of it like a slap
shifter, allowing you to shift back and
forth from drive to manual, and back
to drive. If you shift to manual mode
while stopped, the transmission will
shift to first gear. If youre in 5th or
10/12/16 8:40 AM
Some of
these vehicles
have paddle
shifters.
6th gear in drive mode and you
shift the lever to manual mode,
the transmission will shift to 4M
or 5M.
Suppose youre driving at
high speed and decide to switch to
manual operation. The transmission may not shift into the gear
you wanted and the selector may
start to flash. No, you didnt do
anything wrong and the transmission isnt broken: The computer
is just letting you know that its
taking control and preventing
you from shifting into the gear
range you wanted, to protect the
transmission.
Some of these vehicles have
paddle shifters. Some of those
paddle shifters are mounted in
front of the steering wheel, where
Figure 1
Figure 2
Pushes 18,000 lbs up a 5% grade.

Safe for use on plastic bumpers.
powerpusher.com
800-800-9274
1rolly 1016.indd 53
53
10/12/16 8:40 AM
Experiencing Mazdas AAS (Active Adaptive Shift)
theyre visible and operational with

your thumb and fingers. Others are
behind the steering wheel; they arent
visible but are very easy to operate and
more comfortable than the front ones.
Those back-mounted paddles can
lead to some interesting situations:
A customer comes in and complains
that the transmission shifts randomly
and wont remain in gear. Turns out
he was holding the steering wheel and
accidentally touched the paddle, never
realizing it was there. Yes, its actually
happened!
In that case, remind the customer
to keep his or her hands on the steering
wheel rim, to avoid accidentally
touching the paddle shifter. But that
could lead to another problem: a
collision severe enough to cause the
airbag to deploy could cause severe
injuries to your hands!
The shift system also protects
the engine: If you tend to drive with
the engine RPM in the red zone, the
transmission computer may take over
and force an upshift, even though you
have the system in manual mode.
If youre driving at high speed and
you decide to downshift, the system
may not let you; if youre decelerating,
the transmission may downshift
automatically. These situations depend
on the vehicle speed and throttle
position, but none of it occurs if you
have the Driving Stability Mode
(DSM) system turned off.
You can also use the steering
shift functions while the selector is in
54
1rolly 1016.indd 54
Drive mode. The system will return to

automatic shift when you pull the up
position switch (+/off) long enough.
The system has a second gear
fixed mode at 6.5 MPH (10 km/h)
or less, to help provide additional
control on slippery roads. If you
have the transmission set in 2nd gear
fixed mode, itll remain in 2nd gear
for easy acceleration. To cancel this
feature, just move the selector in either
direction: + or . If the vehicle comes
to a stop while in 2nd gear fixed mode,
itll stay in manual 2nd.
The system has two basic modes:
direct shift and manual shift. While
in direct shift mode, you can shift
gears with the paddle shifters, even if
the shifter is in the D position. While
in the direct shift mode, the D and
M lights will be on, along with the
gear range.
You can cancel direct mode by
pulling the up switch (+/off) for a
certain amount of time (the actual
amount isnt specified). Direct mode
will also cancel automatically after
driving the vehicle for a certain
amount of time; but that depends on
driving conditions and whether you
come to a stop or drive at slow speeds.
Heres an interesting function of
the Mazda system: Suppose youre
stopped on a hill with the transmission
shift selector in drive or reverse. Never
let the vehicle roll in the opposite
direction! If you do, the engine will

shut off. And, with the engine off,
youll lose steering and braking
capabilities.
When driving up or down steep
grades, the computer will decide
the gear you should use, so, if the
transmission downshifts or upshifts
by itself, without you commanding
any gear change, dont worry: this is
completely normal.
For normal acceleration and
cruising, Mazda recommends these
shift points:
M1 to M2 15mph (24km/h)
An important consideration with
these vehicles is that other system
codes may prevent the adapts to reset.
In this vehicle, after rebuilding the
transmission, we cleared the codes
but the adapts wouldnt reset. Further
examination revealed that there was an
airbag code in memory.
In part two, well look at what
happened on this vehicle and how to
correct the situation.
10/12/16 8:40 AM
10/6/16 10:44 AM
Ring Ring,
RE5R05A
T
Calling!
he RE5R05A was first introduced to the market in

2002 in the Infinity Q45. Several other vehicles
used it in later years with some models such as
the NV, still using this transmission for the 2016 production
year. Since its inception, the transmission designer, JATCO
has used rigid sealing rings produced with PEEK material in
several locations within the transmission assembly depending
upon model and year. As well, JATCO designed the Subaru 5
speed also referred to as the TG5C. This unit is based on the
RE5R05A with the exception that all of the Subaru 5 speeds
are all-wheel drive units with the typical final drive unit incorporated into the transmission.
The sealing rings used in the RE5R05A vary in design
and material by model, as well as years within the model. This
has led to confusion at repair facilities. Conversely, the rings
used in the Subaru 5 speed, are consistent in style as originally
designed. All sealing rings used in Subaru applications are
made using PEEK material, and are designed with a scalloped
inner diameter and a 3D joint (illustration A).
All RE5R05As use a scalloped, 3D joint ring made of
PEEK material on the input shaft, from the factory. TransTec
engineers have worked with rebuilders and Freudenberg-NOK
Fluid Power engineers to redesign a Teflon ring with a step
joint that not only performs better in the vehicle but also
bench checks better (illustration B).
Speaking of bench checks, whether hydraulic or air check
a higher leak rate should be expected when testing most OE
designed plastic style rings. The rings are originally designed
to fit loose in the bore to ease the assembly process during transmission production. This fit helps to eliminate ring
breakage caused by the ring hanging out from the ring lands,
then catching on the bore during assembly of the components.
The loose fit design will work even though the ring doesnt
hug the bore because at cold start of the vehicle, the transmission fluid is thick. This ensures only minimal leakage past the
rings. After the transmission heats up, fluid begins to thin but
the ring expands in size due to thermal expansion. This thermal expansion provides positive sealing to the bore reducing
the leak rate even further. Unfortunately, this design doesnt
provide much confidence for the builder when bench checking
56
TransTec RE5R05A Rings.indd 56
Submitted by
the TransTec Technical Department
the unit. When the OE ring is not available in the aftermarket,

TransTec engineers redesign it with a free-state diameter
slightly larger than the bore, ensuring the ring will hold to the
bore to produce a better bench check and also perform properly when installed in the vehicle.
The three rings on the reverse brake (center) support provide fluid to the direct and hi-low/reverse clutch assemblies.
These rings were originally manufactured in a few different
designs. One design is the same as the input rings, made with
the scalloped, 3D joint. The second design is a T design
with a 3D joint (Illustration C). According to recent OEM
parts film, the center support ring with scalloped design has
changed to the T design with one exception. The Subaru
5 speed still uses the original scalloped design. TransTec
offers only the T design for both the RE5R05A and the
Subaru 5 speed. The T design has been shown to have
less leakage than the scalloped design, especially when the
ring land area of the support is showing wear. Of course, this
design cant make up for a support that should be replaced due
to excessive wear.
Why are both the T and the scallop designs used for the
sealing rings in the center support area? Sealing ring manufacturers are always looking for ways to improve the sealing
abilities of the ring, as well as looking for ways to reduce
wear. Many considerations go into ring design and material
selection including fluid, temperature, rotational speeds, bore
Advertorial
Plastic Peek Scalloped

3D Joint
Scallops
on ID
3D Joint, Overlaps Front to Back and Top to Bottom

illustration A
10/12/16 8:14 AM
Teflon Step Joint
Plastic Peek "T" 3D Joint
Step Joint

illustration C
illustration B
Smooth,
Non-Scalloped
Teflon Butt Joint
Butt Joint
illustration D
illustration E
material, shaft material, surface finish & operating pressures.

One design may work well when mating components are new
and without wear, but not as well when wear becomes present. One design may be more forgiving than another design
after wear of mating components. TransTec technicians have
learned that the center support in the RE5R05A has an issue
with wear on the ring lands. After some customer interactions,
discussion with Freudenberg-NOK Fluid Power engineers and
testing, it was determined that the T design would be more
forgiving of wear in this area. This prompted exclusive use
of the T design for the center support in TransTec kits.
The next set of rings is used on the mid sun gear shaft.
Depending on the model of car, the set may contain four of
the same rings, or two sets of two rings each. In units using
the same four rings, the rings are made of PEEK material
and designed with the scalloped 3D joint. In units using two
sets with different designs, all four rings are made of PEEK,
two rings are designed with the scalloped 3D joint and are
located toward the front set of lands. The second set is located
towards the rear and the rings are designed with a 3D joint
but are not scalloped (illustration D). TransTec kits contain
PEEK, non-scalloped 3D joint rings, because the design is
much more forgiving for wear issues.
The last set of rings in the RE5R05A is for the output
shaft. The designer chose to use rings made of Teflon and
PEEK, depending on the vehicle model and year. The PEEK
rings are made with the scalloped 3D design, and the Teflon
rings are made with a butt cut design. (illustration E).
TransTec kits contain the Teflon butt cut rings because
they bench check better and perform well during normal
operating conditions.
TransTec RE5R05A Rings.indd 57
Not All Rings

Are Created Equal
Not only is design of the sealing ring critical, manufacturing of the ring will also determine quality and ensure proper
sealing within the application. Rings produced with low quality tools can display injector pin marks on one side of the ring.
These marks are created by pins used to remove the ring from
the tool. The injector pins displace material, creating a buildup of excess material or high spots. The displaced, or excess
material can be high enough to create an insufficient contact
with the ring land. Any area of the ring not making contact
with the ring land is a leak path for oil. Conversely, rings
produced with high quality tools will ensure a flat surface
on the side of the ring because a sleeve, rather than ejector
pins is used to eject the ring from the tool. The sleeve evenly
distributes pressure across the surface of the ring avoiding
material displacement. On two-ring oil circuits, a builder can
install the side with the injector pin marks toward the oil feed,
which in turn will allow the smooth non-injector pin side
to push tight against the ring land from the apply pressure,
thus creating a sufficient seal. (The side of each ring that has
the injector marks should face each other.) If there are more
than two rings because there are multiple oil circuits being
serviced, the technician should understand each circuit and
install the rings with the injector marks in a circuit that has the
least risk. Freudenberg-NOK strives to ensure that all sealing
rings are manufactured with quality tooling and production
processes, and that materials and designs meet the requirements of the transmission.
Advertorial
57
10/12/16 8:14 AM
THE REVENUE GROWTH HABIT
by Alex Goldfayn
CEO, Evangelist Marketing Institute

We live in good and interesting times.
If you reside in America, youre
living in the most entrepreneurial
country on the planet, where the
amount of money you make is
determined entirely by your effort and
your perseverance.
Effort means doing the work,
which is the opposite of avoiding,
procrastinating,
and
perfecting.
Perfection kills revenue. My most
successful revenue growth clients
under-perfect
and
over-execute.
Thats because, in revenue growth,
quantity trumps quality. The more our
customers and prospects hear from
us, the more they buy from us. We
must do the work to (briefly) plan
our sales action for the week and then
execute it.
58
1AlexGoldfayn 1016.indd 58
Perseverance means trying again

when it doesnt work the first time. In
sales, no never means no forever.
It simply means not at this moment. I
can trace millions of dollars of my own
revenue to clients who first told me
no. If Id stopped at the first no, where
would I be? Not here, thats for sure.
Here are eight more trends
I see taking shape in our current
environment, along with my advice
and experience about how to sell and
market into these trends.
1. The U.S. economy is strong and
getting stronger. Operate as though
your customers and prospects
are expanding. And if they arent
expanding, operate as though youll
help them do so in our growing
economy. Many of you help your
customers grow, whether you

realize it or not. When you free up
their times, remove a concern, or fix
something for them, youre helping
them grow.
2. The media and political environment will continue to be negative.
They get rewarded to make you
feel terrible. Your customers will
be more attracted to positivity than
ever. Give people hope. Focus on
how you can help them, not what
you sell and do. People flock to
sellers who make them feel hope
and possibility. Make people feel
like they can do it.
3. Further, in this negative environment, be an island in that storm for
customers and prospects. Be the
safe choice. Be the reliable choice.
10/12/16 8:42 AM
Do what you say, and the customers

will follow. (Im constantly amazed
that people find it a great surprise
when we do what we say were
going to do. Apparently this has
become rare in business.)
4. Theres been a parting in the social
media seas. In sales, LinkedIn is
becoming more relevant. Its the
only social media that can help you
prospect and open opportunities
in
business-to-business
sales.
Equally important, I have clients
who sell to consumers who also
use it for prospecting. Most
consumers have jobs; thats why it
works. Meanwhile, Facebook and
Twitter are moving in the opposite
direction, becoming less useful by
the week, especially for business-tobusiness sales.
5. In a world where everyone can
shout anything at anyone, its easier
than ever to stand out. He or she
who communicates personally the
most, wins. Let your customers
and prospects hear from you. Call.
Email. Write. FedEx. Meet. Let
them see you and hear you.
1AlexGoldfayn 1016.indd 59
6. Along these lines, amazingly, the

personal phone call is going the way
of the dinosaur and Blackberry. The
average salesperson spends four
hours a week on the phone. Think
about that: If you want to grow your
sales, call customers and prospects.
What do you think will happen if
your phone time goes up from four
hours to, say, 10 hours a week? That
still leaves 75% of the workweek for
non-telephone activities.
7. With advance apologies to our
young readers: Theres a laziness
seeping into sales. People
especially the younger working
generation
would
rather
tweet than have conversations.
Professional sales people would
rather email than call. Why?
Because of fear. Telephone rejection
is far more personal than email
rejection. A little personal effort in
the customers best interests will
help you easily close more sales.
8. Customers are no longer asked
whats working well. Customers are
rarely asked for referrals. Customers
are rarely told what else they can
buy from us. Quotes are rarely

followed upon. Why? Because of
fear. Handle the fear, do the simple
work that others arent doing, and
youll instantly stand out and close
more business.
Alex Goldfayn runs The Revenue

Growth Consultancy, which helps
companies and sales departments
grow revenue quickly and easily by
implementing a system of simple
communication techniques. These
sales and marketing techniques are
welcomed by your customers and
prospects, and are executable by
your customer-facing staff in minutes
per day. To discuss growing your
business in this way, email alex@
evangelistmktg.com or call Alex at
847-459-6322.
His latest book, The Revenue
Growth Habit, was named the 2015
Sales Book of The Year by 800-CEORead. Buy it at Amazon.com.
59
10/12/16 8:42 AM
UP YOUR BUSINESS
by Thom Tschetter
p Your Business is an exclusive

GEARS Magazine feature in
which I share stories, insights,
and reflections about real business and
life challenges.
Lately, Ive been contemplating
what it takes to be not just a good
leader, but a great leader. Is there
something you can start doing today
that you arent doing now that will
move you toward becoming a great
leader?
In his 2001 book, Good to Great,
Jim Collins identified 11 Fortune 500
companies that met his criteria for
going from being good companies to
great companies. He metaphorically
called one of the criteria the Hedgehog.
A companys Hedgehog was
found within the convergence of
three circles. Each circle identified
one of three things Collins believed
were critical in determining what the
companys primary focus should be by
answering three questions:
What are you passionate about?
What are you best at?
What drives your economic engine?
In this article, Im going to discuss
why I believe being proactive is the
Hedgehog for becoming a great leader.
Great Leaders Are Proactive
In a previous article Manage

Things but Lead People I discussed
the distinction between leadership and
60
1tschetter 1016.indd 60
management. Heres an excerpt from

that article:
There are countless definitions for
leadership. While the definitions vary,
there are certain traits that repeatedly
appear.
Leaders create and provide the
vision and mission for their
organizations.
Leaders determine the direction and
rate of travel toward a goal.
Leaders focus on what and
why, but delegate the how to
management.
Leaders are committed to the vision
as well as to their organizations and
people.
Leaders are consistent, persistent,
and resilient when facing
adversity or being challenged by
circumstances.
Leadership stems from influence
not from authority or power.
Leaders are people oriented.
Leaders bring out the best in others.
Leaders influence, inspire, and
motivate others to achieve the
organizations mission.
Some leaders are anointed,
appointed, or elected but with
rare exception, great leaders just
show up and are recognized as
leaders. They earn the role.
There are many more attributes
that are associated with great leaders:
integrity, honesty, trustworthiness,
passion, vision, persuasiveness, and

charisma, just to list a few. But I
submit that both lists are without effect
in the absence of proactivity.
While being proactive is inherently necessary for creating the vision,
direction, and goal of the organization,
its more far-reaching than you
might think.
I recently took part in a leadership
discussion group that defined proacti
vity as having or showing awareness
of and preparation for the future.
Additionally, proactive behavior refers
to
anticipatory,
change-oriented,
self-initiated behavior in situations,
particularly in business. It involves
acting in advance of future situations
rather than just reacting. It means
taking control and making things
happen rather than just adjusting to
a situation or waiting for something
to happen.
In contrast to other organizational behaviors, such as productivity,
adaptability, and compliance, which
are about responding to or coping
with change, proactivity is about
initiating change.
In his book, A Mans Search for
Meaning, Holocaust survivor Dr.
Viktor Frankl expanded the use of the
word proactive to describe a person
who takes responsibility for his or her
life rather than looking for causes in
outside circumstances or other people.
10/12/16 8:43 AM
10/12/16 8:07 AM
Proactivity: A Good Start to Great Leadership
Frankl stressed the importance

of courage, perseverance, individual
responsibility, and the awareness
that choices exist, regardless of the
situation. Here are three of his most
famous quotes:
Everything can be taken
from a man but one thing: the
last of the human freedoms to
choose ones attitude in any given
set of circumstances, to choose
ones own way.
When we are no longer able
to change a situation, we are challenged to change ourselves.
Between stimulus and response there is a space. In that
space is our power to choose our
response. In our response lies our
growth and our freedom.
Because proactive leaders anticipate and are forward-looking,
preventive, and preemptive, they
also tend to be responsive rather than
reactive. In fact, its believed that the
original word was preactive, but there
was too much confusion with respect
to the word reactive.
Proactive leaders tend to have
the capacity to control or influence
their environment, rather than being
controlled by it. But theyre also selfaware, knowing their purpose and
taking responsibility. To use a term
Stephen Covey coined in his book,
7 Habits of Highly Effective People,
theyre respons-able rather than
blaming others.
Hall-of-Fame receiver for the
Seattle Seahawks Steve Largent once
said of quarterback Dave Krieg, Dave
was one of the greatest leaders Ive
ever played with. He always credited
the team for our successes and took
responsibility when we failed.
Proactivity comes from within
affecting actions we initiate. Reactivity has to do with our actions taken
relative to externally initiated events
and situations.
Proactive leaders dont blame
others or transfer responsibility. A
proactive leader would likely embrace
the idea that life has no victims only
volunteers. Theyd say that you can
choose to initiate action or volunteer to
be a victim of circumstances.
62
1tschetter 1016.indd 62
What Now?
Okay, whats something proactive
that you can do today to demonstrate
great leadership? In his book, The
Purpose Driven Life, Rick Warren
states, its not thinking less of
yourself; its thinking of yourself
less. This is from the section entitled
Cultivating Community, which is
exactly what a great leader does within
his organization.
Heres something proactive you
can do to make your company great:
Just as Jim Collins identified three
keys for the good-to-great companies
in his book, you need to identify them
for your company. Additionally, and
unlike the book, I believe you need to
find them for yourself and each of your
employees. Making your company
great begins with making yourself
and your employees better than you
are today.
Heres a model of the three
overlapping circles. Ive found that
its useful as a self-evaluation tool, as
long as youre brutally honest when
answering the three questions. Ive
also found it to be helpful in clarifying
and balancing other interdependent
aspects of life and business things
like: leader, manager, and producer.
Just replace the descriptive titles for
each circle.
Copyright 2001 Jim Collins. Originally published in the book "Good

to Great: Why Some Companies Make the Leap And Others Don't."
Build a team that aligns with

your passion, vision, and purpose. Its
important to recognize that passions
change, and they differ between
business and personal pursuits. (For
more details on this, see my article,
Lets Go Fishing.) This produces
energy and excitement.
Make sure youre selling the

services and products that youre
proficient (the best) at, in terms of both
quality and speed. On an individual
level, ask, What do I do that makes
the greatest contribution to the
company? This produces confidence
and pride.
Make sure youre able to produce
them profitably. Remember that payoff
doesnt always mean money. For both
you and your employees, payoffs
can come in other forms, such as
freedom, time, praise, awards, pride,
benevolence, etc. (See my article,
Payoffs Everybody Wants One.)
This provides a sense of security and
peace of mind.
In addition to evaluating yourself
and your company, you need to
perform this process with each of
your team members. To do this, youll
need to spend time with each team
member and get to know them on
a personal level. Learn about their
passions career and personal: what
excites them and what they would like
to accomplish in their careers. You
need to develop a passion for caring
about them.
A side benefit of these private
conversations is that theyll feel more
respected and appreciate that you
cared enough to spend time with them
on a personal level. Because people
dont care about how much you know
until they know how much you care.
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 transmission centers in Washington State for
over 25 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
you improve your business and your
life. You can contact him by phone at
(480) 773-3131 or e-mail to
coachthom@gmail.com.
10/12/16 8:43 AM
SLAUSON
TRANSMISSION
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10/12/16 8:07 AM
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You know Motorcraft, right?
Been around a long time? Quality parts for Ford and Lincoln? The guys with the red boxes?
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Were analyzing all of our product lines. If it isnt bolted to the oor, its being picked up and
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10/12/16 8:15 AM
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10/12/16 8:15 AM
sk a customer whom theyd prefer

to have working on their car and
youll likely get two answers:
1. When it comes to repairing the car,
they want a master craftsman.
2. When its time to calculate the bill,
most any mechanic will do.
In other words, they want the
best technician to repair their cars,
but theyd rather just pay street prices
for the work. But theres an important
difference between how mechanics
and masters approach their work and
it can sometimes lead to even lower
costs to have the master working on
your car.
Thats because the craftsman
often has the skills to identify a
problem faster and more accurately,
and fix it without having to perform
unnecessary repairs. The hourly
rate may be higher, but you end up
spending less overall.
What is the difference between
a mechanic and a master craftsman?
The easy answer is skills, training,
and experience. The true answer goes
deeper than that.
Go into any shop and, in just a
few moments, you can discern who
the professionals are and arent. It
isnt hard to tell whos taking the
job seriously and whos just doing
the work. The masters even carry
themselves differently; they seem
to have a confidence and pride in
performance that sets them apart.
Masters think longer term. Theyre
building a career and cultivating
a reputation, not just performing
a job.
Masters focus on the customer first
and then on the car. Mechanics just
fix the car. Masters address the
concerns and needs of the customer.
Masters take responsibility for their
own professional education. Theyre
always learning and inquiring about
new ideas. They build their own
library and subscribe to specialty
sites. Mechanics expect the owner
66
1chatcart 1016.indd 66
to provide their training and take no

initiative on their own.
Masters sharpen their axe constantly: new tools, new skills, and
new ways to analyze problems.
They build their own tool collection
instead of relying on the shop to
provide specialty tools.
Masters look for the simplest and
most lasting solution. Instead of
a full rebuild, they may simply
replace a valve. They also look
beyond the car, to the way its being
operated. Sometimes a little driver
training may eliminate a problem.
Masters dont watch the clock;
they watch the use of their time.
They focus on productive activities
instead of easy or pleasing ones.
Theyre apprehensive about anything that takes them away from
being productive.
Masters are eager to help others.
They willingly coach new technicians and explain their methods to
enthusiastic learners. But they wont
waste their time coaching someone
who doesnt really want to learn.
Masters create equity. Each step
they take is another brick in the
foundation of the career theyre
building. Thats why they build
their own resource library and tool
set. Thats also why they help make
the shop a better place for everyone
to work.
Masters dont feel threatened by
others with greater skills; instead,
theyre inspired by them. They learn
from everyone.
Masters dont just happen. They
choose to pursue mastery.
So what causes someone to choose
to become a true professional, a master
craftsman? There are many reasons;
here are a few:
They believe they can become
better, as a technician and as
a person.
They trust themselves to do the
right things, so theyre able to trust
by Jim Cathcart
others as well. (But they wont trust
those who dont seem committed to
improvement.)
They want to make a difference,
to matter to the world, and to help
people.
They love fixing things. Returning a
machine to full, normal functioning
feels good to them. They can see
how learning new skills will help
them fix even more problems.
They want to earn the right to be
proud of what they do and who they
become.
They want the admiration and
respect of others.
They want to leave their mark, to
set a new standard, or excel beyond
what others have achieved.
They want to prove their critics
wrong. Ill show you.
They want to be a valuable member
of the team and a part of the best
shop in their fields.
They want to make the person who
mentored them proud.
These are just a few of the motivations to become a master craftsman.
Think about the ones that are true
for you. Share this list with others
and discuss what each of you could
do to increase the level of professionalism and individual success
for each member of your team.
What could you do to encourage
someone else to pursue master level?
Jim Cathcart is a strategic advisor to ATRA

and a regular contributor to GEARS. His newest
book is The Self Motivation Handbook; order it
on Amazon today. Cathcart.com
10/12/16 8:43 AM
HIGH PERFORMANCE OVERHAUL KITS

Racing, Diesel, Heavy Duty and RV Applications
Introducing Toledo Trans-Kit

TTK Maxx whether you have
a high performance street car,
diesel, heavy duty or RV
TTK Maxx has the kit for you.
TTK Maxx includes everything you need
in a transmission rebuilding kit for optimal
performance. When it comes to transmission
kits and components, Seal Aftermarket
Products is dedicated to giving you the best
quality components and technical support
you need when you need it.
TTK Maxx high performance kit

advantages include:
details,
For custom applicationsal
Call your TTK Maxx ees
representative toll fre at:
800-582-2760
Checkballs changed from metal to Torlon

to reduce wear
Rings upgraded to optimize performance
(based on application); PTFE, metal or
Viton
Upgraded rubber compounds to improve
sealing properties
Additional components, like:
Cup Plug(s)
Poppet Valve(s)
If you want the best sealing kit in the

industry, ask for Toledo Trans-Kit by name.
Technical Questions or Comments? Contact us: technicalsupport@sealsap.com

New Web Address: www.sealsap.com 2016 Seal Aftermarket Products. All rights reserved.
All trademarks are owned by their respective companies.
2015_SAP_TTKMAXX.indd 1
10/12/16 8:07 AM
7/11/2016 11:07:51 AM
SHOP PROFILE
Ville Platte
Transmissions:
by Steve Bodofsky
members.atra.com
Going the Extra M i l e
ime after time, youve heard

from business advisors about the
importance of finding the need,
or going the extra mile for your customers. But what, exactly, does that
mean? What does it look like to find the
need and go the extra mile?
Alan Moore, owner of Ville Platte
Transmissions LLC in Ville Plate,
Louisiana, seems to have a pretty good
idea of what it looks like. Heres a copy
of letter that came to ATRA from Cliff
and Laurie Barber:
We had the pleasure of staying at
your Chicot State Park on Memorial
Day weekend this year. Unfortunately
our truck had transmission problems
during our camping trip. We were
headed back to Florida from Nevada.
Some nice campers told us about
a business in town that could help us,
Ville Platte Transmission. We called
Alan on Sunday and he returned our
call, telling us he would work on our
truck Monday, Memorial Day.
We want to let everyone in your
town know how HAPPY we were for
his expertise. He not only worked on a
holiday to help us get back on the road,
he loaned us his truck and a ladder to
fix a problem with our travel trailer.
68
1shop profile1016-jt.indd 68
Ville Platte Transmissions, Left to Right: David Russell and Alan Moore
He gave us a ride back to our campsite

and returned to pick us up when our
truck was fixed.
He did a fantastic job fixing
our truck for less than half what a
dealer would have charged. Please let
everyone know about his business and
what a great person he is. We will return
to Louisiana in the future to do some
more camping.
Wow! Talk about going the extra
mile. To begin with, notice that Alan
spoke with the customer and
picked up the truck on Sunday
the Letter Proudly Displayed
10/11/16 9:12 AM
Diagnosing
when most shop owners are enjoying a

well-deserved break.
I transfer my shop phone to my cell
phone on the weekends, and they called
and left a message. As soon as I got the
message I called them back. They were
on their way home from Las Vegas, and I
could tell they were upset.
I had the truck towed in and told
them, Dont worry any more; well take
care of it. The next day they got a ride to
my shop. They needed some parts for their
trailer, so I handed them my keys and told
them to take my truck.
They came back with the parts and
said, I hope they have a ladder at the
campground. I told them, Hold up, and
I loaded a ladder into my truck and drove
them back to the campground.
I couldnt get the parts until
Wednesday, but I got them back on the
road as quickly as I could and charged
them about $1500. The dealer wanted
$3800 for a new transfer case. They were
so happy.
And who could blame them? Alan
really stepped up on this one. Did he go
further than necessary? Maybe. But his
extra effort paid off: The customer also
sent a copy of this letter to the Ville Platte
Chamber of Commerce. They forwarded
it to the local newspaper, who published it
along with a story about the shop.
According to Alan, hes seen a number
of new customers whove mentioned this
letter as their reason for coming by. So
maybe going the extra mile really does pay
off it certainly did for Alan.
(continued on page 70)
Busy in the shop.
69
10/11/16 9:12 AM
Ville Platte Transmissions
David and Alan at the outside lift
And this isnt the only time Alan

has stepped up to help take care of
consumers in his neighborhood.
If someones in dire straits, you
have to do what you can for them. I do a
lot of repairs for customers for free; and
that gets me a lot of referrals. Ill scan
the car and tell them, Its this right
here: Go get the part and Ill replace it
for you.
Some people might think thats
bad business, but you do that and you
have a customer for life.
I had a customer come in with
a 4-wheel drive with a transmission
problem. I gave him an estimate for
$1800 for a complete rebuild, with
a full warranty through ATRA. They
went and bought a reman from the
dealer for $2800.
Three months later the customer
was back at my shop: The dealer
wouldnt warranty the transmission
because they saw mud on the side of
the vehicle. I said, Let me check it.
It didnt have a speed sensor
signal. I put a new speed sensor in
no charge and told them its fixed.
They said, Were coming to you from
now on.
And its not just the customer they
help thatll be coming in. Its a small
town and word gets around quick, says
Alan.
A Little History
Ville Platte Transmissions has been

in the same location for about six years;
70
Alan had another shop in Oakdale for

about four years before that. How he
got into the business is an interesting
story in itself. Turns out he has a
powerful legacy with the transmission
industry:
My father (Walter) and two uncles
each had their own transmission shops;
I pretty much grew up in the business,
he says with a chuckle.
I remember coming home from
school, my daddyd tell me Get under
that car and dont come out until the
transmissions out. I was maybe 12
years old at the time. Back then, he
rebuild a transmission for a hundred
dollars! It was a long time ago.
Dad and my older brother, Brett,
continued to train me. And after he
graduated from high school, he went to
work for his father as a full time R&R
technician. But his father wouldnt
teach him how to rebuild.
My uncle had a shop in Crockett,
Texas, about 35 miles away. He told
me that, if Id come over at night, hed
teach me how to build. So Id go there
at night, and thats how I learned to
rebuild transmissions. Eventually he
began rebuilding at his fathers shop.
It wasnt long before he decided it
was too difficult working for his father,
so he went to work for his brother in
Zachary, Louisiana. I stayed there for
about four years.
He went on to work at a
number of other transmission shops
over the years, gaining experience
in all areas of shop management.
In the Shop
When Alans father passed away,

it left Oakdale without a transmission
shop, so his uncle suggested that he
open a shop there. I found a building,
bought the equipment and parts, and
got started. The day I opened I had
about 60 cars waiting for me, so it was
a good idea.
That was in 2008; a tough year
for most shops. But according to Alan,
It turned out pretty good. They were
lining up. We did well from the start.
Ville Platte is a custom rebuildonly shop, and Alan is the rebuilder. I
do all my own rebuilding; nobody else
is going to rebuild for me, he says.
Thats not to say he wouldnt
entertain the possibility of using
a reman if a transmission were too
damaged to repair. But no one should
plan on Alans support for building a
reman business: I figure Ive bought
about two remans since I opened.
Adding General Repairs
While they started as a

transmission-only shop, today Ville
Platte is a full-service repair center.
We do everything; right now were
fixing the air conditioning on a 30
motor home. You have to nowadays.
10/11/16 9:12 AM
SEE NEW PRODUCTS DISCOVER NEW TECHNOLOGIES MEET MANUFACTURERS EXPERIENCE NEW TRENDS
REGISTER TO ATTEND AT
SEMASHOW.COM
10/12/16 8:07 AM
Ville Platte Transmissions
Ville Platte Transmissions, find the need and go the extra mile.
He added general repair in 2010.

There was an article in GEARS talking
about the value of doing it all. So I
found a mechanic and started offering
general repairs.
I have a terrific mechanic working
for me named David Russell; everyone
in the area sends him referrals. He left a
couple years ago to open his own shop
and Id send him work. But he realized
being in business wasnt his thing; he
was earning more working for me. So
he came back.
The shop next door tried to hire
David away from me. They didnt offer
him anywhere near enough money; I
know the importance of paying people
what theyre worth.
And, as far as Alan is concerned,
Davids worth a lot. Last week, while
I was dealing with my house being
flooded, I left him here to handle things.
I was coming in half a day and he was
handling the shop the rest of the time.
And, after we closed for the weekend,
he and his wife came over to my house
and helped.
How Id Want
to Be Treated
Ive always been customer

oriented, says Alan. I think, How
would I want to be treated if I were in
this situation? Thats how I try to treat
people. I listen to everything they say
you have to listen to the people
and work to give them what they want.
Sometimes that means more than
just honest, friendly service: I had a
woman come in for inspection and her
windshield was cracked it looked
72
like a spider web. I gave her a rejection

and told her to get it fixed.
She came back at the end of the
inspection period and said, I need
you to put another one of those orange
stickers on my car. I said, Maam, I
cant do that; its against the law. You
have to have your windshield fixed
first. She started crying and saying she
couldnt afford it.
So I called the glass company
and told them to set up an appointment
to replace the windshield, and I would
pay for it. I told her to go to the glass
company the next morning and theyd
replace the windshield. Then bring the
car back and Id give her an inspection
sticker.
She did, and she actually tried
to pay me for the inspection! I told
her to put that away for gas. Oh, the
people who came by because of that!
She must have gone to church and told
them all about it, because I got a lot of
customers from that.
Alan is also glad to share his
philosophy with anyone wholl listen:
I was a manager/rebuilder at the
local franchise transmission center
for awhile, and I used to train center
managers. One of those managers went
on to become number one in sales for
another franchise shop. And he came
back and thanked me for everything I
taught him.
Flood Waters
in Louisiana
On August 13, Louisiana was hit

with more rain and more flooding.
Alans shop was well out of the flood
zone, but his house wasnt; it was

hit with 2 of water. Its a complete
loss, and were in a no-flood zone,
so I couldnt buy flood insurance,
says Alan. We had to tear out all the
walls all the furniture is gone
everything.
The National Guard took me out
of my house on Saturday at about 4
oclock and took me to my daughters
house in Walker. At 10 that night they
called and told us we had to get out
now. I went outside and looked, and
I was actually watching the water
coming up the hill.
We had two air boats come and
pick us up and get us out of there,
and we went to my mother-in-laws
house. Next morning the water started
to rise there. We were flooded in we
couldnt leave the driveway but it
didnt get high enough to reach the
house.
It wasnt until the 16th that Alan
could go back to his house and survey
the damage. Theres no doubt that
hell be putting a lot of time and
money into getting back on his feet
after the flooding. Fortunately, his shop
remained dry and hes staying busy, so
he should be able to afford the cost to
rebuild.
Youve heard it time and time
again: Find the need and go the extra
mile. Does it really make a difference
to your business or your bottom
line? Ask Alan Moore of Ville Platte
Transmission. Its certainly had a
powerful impact on him and his shop.
10/11/16 9:12 AM
Las Vegas NV, October 29 30, 2016
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10/12/16 8:07 AM
Raybestos Advertorial Oct-Nov 2016.indd 74
10/12/16 8:16 AM
Raybestos Advertorial Oct-Nov 2016.indd 75
10/12/16 8:16 AM
Click Here for

the Exhibitor Directory
GEARS Magazine October/November 2016
Pages 76-118
76
1ExpoDirectory 1016 alt.indd 76
10/14/16 12:29 PM
PRODUCTS YOU CAN TRUST.

QUALITY. RELIABLE. EFFICIENT.
ZF is a global leader in driveline and chassis technology as well as active and passive safety
technology. The company acquired TRW Automotive in 2015, which was then integrated
within the organizational structure as the Active & Passive Safety Technology Division.
ZF Services and TRW Aftermarket consistently continue ZFs systems competence in the
aftermarket. With integrated solutions and the entire product portfolio, the aftermarket
organizatio ns guarantee the performance and efficiency of vehicles throughout their life cycle.
Its combination of established product brands, digital innovations, customized products and
services, and a worldwide service network has made ZF a sought-after partner and number
two in the global aftermarket.
ZF and your transmission. Genuine ZF transmissions, across industries, are remanufactured
under strict quality control conditions to ensure like new operation. Every part is designed to
exact factory specifications and tolerances - because even the slightest discrepancy can cause
major complications in todays highly-integrated systems. ZF supplies all the needs for your
transmission whether it be a fully remanufactured transmission, transmission kit or oil.
Find out whats new at www.zf.com/us

1ExpoDirectory 1016.indd 119
10/12/16 7:54 AM
POWER INDUSTRY NEWS
POWERTRAIN INDUSTRY NEWS
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 fpasley@atra.com or send by mail to
GEARS, 2400 Latigo Avenue, Oxnard, CA 93030.
ATIs New Vasco Shafts

and Forward Drums for
T400 Transmissions
Dennis Harris
February 20, 1951 September 16, 2016

GEARS Magazine is saddened
to report the passing of Dennis
Harris, operations manager for
Omega Machine and Tool in
Sacramento, California. Dennis has
been a familiar face in this industry
for many years.
My dad was a really simple,
humble, God-loving man, says his
son, Jacob (Jake). Its a sentiment
that was echoed by his employer,
J.D. Singh, owner of Omega
Machine and Tool.
He spent most of his life in the
automotive industry, in a variety
of disciplines. He tried a lot of
different things over his life,
continues Jake. Some stuck; some
didnt.
Dennis was a professional
racecar driver back in the 70s,
with a full sponsorship from Ford.
I think he won the Baja 1000 in
76, says Jake. One of the first
businesses he had was building race
cars. He built a car for Rick Mears,
and he sold one of his race trucks to
one of the members of the Monkees.
I remember going to work with
my dad when I was 6 or 7, and
his passion for the business really
rubbed off on me. To this day I still
Dura-Bond Introduces
New Bushing Set for
GM 4L60E/4L65E/4L70E
Dura-Bond has just introduced

a new transmission bushing set
for General Motors 700R4 (4L60)
4L60E/4L65E/4L70E RWD
120
1PINS 1016 v2.indd 120
tinker with hotrods, and I paid for

college flipping Mustangs. I owe a
lot of that to the time I spent with
my dad.
Dennis later went on to open a
transfer case repair business. He
joined Omega about 15 years ago,
and was an integral part of their
daily business operations.
In his spare time, he was also an
avid fisherman and had his private
pilots license.
Dennis is survived by his second
wife, Cheryl, and his twins, Jacob
and Whitney, from a previous
marriage with his first wife, Lee.
He has four grandchildren: Renee,
Dakota, Malik, and Ryker.
The staff at ATRA and GEARS
would like to offer our condolences
to the Harris family and the folks at
Omega Machine and Tool. Dennis
was a well-respected member of our
industry and he will be missed.
4-speed, 1982-up. The new bushing set

is Dura-Bond P/N TK-23; Transtar and
WIT P/N 74030.
This bushing set is constructed
from seamless steel tube with a thin
layer of babbitt material. Seamless
construction makes installation easy,
eliminating breakage and bushing
surface interruptions.
These are full round babbitt
bushings, built to the tightest tolerances
in the industry. And each bushing is
fluoroplymer coated, for maximum life
and improved surface properties.
For more, visit Dura-Bond on line
at www.dura-bondbearing.com.
Looking for more performance from

your T400? ATI now offers all-new
Vasco inputs with lightweight drums,
for less rotating weight and improved
durability.
ATIs big Vasco inputs are 1-3/16
thick at the converter side and 1-1/4
where they press into the forward
drum. Thats 16% bigger than OEM
T400 inputs, and they compliment
ATI's billet aluminum super pump with
bolt-in stator tube.
These inputs are available with
either an aluminum drum (P/N
406003V) that comes with a steel center
and can hold up to 8 clutches, or an allnew light weight billet steel drum (P/N
406002V) with a new billet aluminum
piston that accepts up to 9 clutches.
For racers who need an OEM-size
input, ATI offers an OEM-diameter
Vasco input (P/N 406006) with a new
lightweight steel or aluminum drum
(P/N 406005) thats both stronger and
lighter than OEM.
ATI Performance Products,
Inc. is located in Baltimore, MD,
and specializes in producing and
maintaining high performance products
for street and strip applications. Over
the years ATI has earned a reputation
for cutting edge technology, attention to
detail, and rigorous testing under race
conditions.
For more, visit ATI on line at www.
ATIRacing.com, or call 866-203-5094.
10/12/16 8:44 AM
Gearspeed Introduces
New Honda/Acura Sprag
Gearspeed is proud to announce the

partnership with an industry leading
bearing manufacturer to become
its field tester and North America
distributor.
Gearspeeds specialists saw that
the 700R4 sprag, commonly used in
2000-06, 5-speed Honda and Acura
applications, wont work for models
2007-up due to clearance issues, and
there was nothing available other than
the complete OE low hold assembly.
Recognizing the need for a sprag
bearing that would fill this void, H & A
set out to find a resolution. In so doing,
a universal sprag is now available
through Gearspeed that will fit all
5-speed applications 2000-up.
H & A transmissions is pleased to
be able to take an idea and turn it into
a viable solution at a reasonable cost.
To learn more, visit them at Expo,
Booth 533 or call 909-941-9020.
Sonnax Introduces
New Zip Kit for
Ford 4R100s and E4ODs
the root cause of multiple driveability

complaints, to get vehicles back on
the road fast. It works by sealing
critical circuit pressure losses in the
valve body and pump, which restores
proper hydraulic control and clutch
pressures, while delivering renewed
shift operation.
There are no reaming or special
tools required. A detailed tech
booklet includes in-depth rebuild and
inspection tips for comprehensive
valve body and pump repair.
Learn more by watching the Zip Kit
video at www.sonnax.com/zip-kits.
Precision Introduces
New Kits for Mazda
Precision International has just

introduced new kits for the FW6A-EL,
used in several Mazdas built from 2012
to 2015.
These kits are available with and
without pistons:
Overhaul Kit:
K71900R-MD (with pistons)
K71900RX-MD (without pistons)
Banner Kit:
K7100RW/O (with pistons)
K7100RXW/O (without pistons)
Master Kit:
K7100R (with pistons)
K7100RX (without pistons)
Visit www.transmissionkits.com for
more information.
SuperFlow Launches
Enhanced Web Site
SuperFlow
launched
its
enhanced website in August 2016. It
highlights SuperFlows wide range
of products, including engine and
chassis dynamometers, flowbenches,
transmission
remanufacturing
equipment, and custom engineered
testing solutions.
New features of the web site
include:
Dynamic product imagery
More videos about products and
best practices
Ability to view products by industry
Simple product specs
Our customers are #1, and our
new web site can really give them a
better look at our quality products,
said Mike Giles, marketing manager
of SuperFlow. Were focused on
providing great customer service and
that extends online as well.
Visit the SuperFlow web site at
www.superflow.com.
Alto Introduces
New Bushing Kit
TransTec Introduces
New Subaru CVT Kit
Formerly a popular Sure Cure

option for Ford 4R100 and E4OD
transmissions, Sonnaxs Zip Kit
E4OD-4R100-ZIP includes added
components that extend the coverage to
include later applications.
Featuring uniquely-designed
parts, this easy-to-install kit targets
TransTec is pleased to introduce a

new overhaul kit for the Subaru TR690
CVT. The new kit number is DP2691.
This kit fits a number of Subaru
vehicles built since 2009 through the
present. It includes all of the seals and
gaskets necessary to perform a basic
rebuild.
Kit DP2691 is available for
immediate delivery.
For more, visit TransTec on line at
www.TransTec.com.
Alto Products Corp now offers a

4-piece, bi-metal bushing kit for the
948TE and ZF9HP48 transmissions.
These bushings are offered individually
or as Alto kit P/N 223625B.
For more information on this series
of bushings and other Alto products,
view their catalog at www.altousa.com.
121
10/12/16 8:44 AM
POWER INDUSTRY NEWS
New Bushing Kits

from Seal Aftermarket
Seal Aftermarket Products is

pleased to announce the immediate
availability of the following (13)
Bushing Kits:
Transmission Model
Bushing
Application Years
Kit #
62TE
2007 - On
262030
6T30
2008 - On
46030C
U660E
2007 - On
277030
U760E
U340E
2000 - On
127030
U341E, U341F
U140E
1999 - On
167030
U240E, U241E
U150E
2002 - On
167030B
U151E
U250E
2002 - On
167030C
ZF6HP19
2004 - On
209030
ZF6HP19A, ZF6HP19X, ZF6HP21
6R140
2011 - On
236030
F5A51
2000 - On
41030B
AB60E
2007- On
77030
AB60F
6F35
2008 - On
46030B
6F50
2007 - On
25030
6F55, 6T70, 6F75
Visit sealsap.com for more
information.
Ream Man Valve Bodies

Now Offers RE5R05A
Valve Bodies and TCMs
Ream Man Valve Bodies is proud

to announce the full production of the
RE5R05A valve body and TCM for
the Nissan and Infiniti rear-wheel drive
vehicles.
122
This includes the early Bosch units

and late model Hitachis. The control
modules are preprogrammed to the
vehicle, based on the VIN and software
identification.
Every valve body and TCM is
remanufactured at the Ream Man
facility and tested with a SuperFlow
digital dyno. After installation, theres
no need to send the vehicle to the
dealer for programming. These plugand-play units come with a limitedlifetime warranty.
Common valve body and TCM
complaints include:
Engine wont start
Open/shorted solenoid codes
Harsh shifts
Turbine and output speed sensor
codes
No reverse
Failsafe (limp in)
TCC shudder
With extensive, ever-evolving
research and development, Ream Man
strives to create new products for the
transmission marketplace. For more
information, visit www.reamman.com.
TransTec Introduces
New Kits for DL501/OB5
7-Speed Transmission
TransTec is pleased to introduce

their new overhaul kit 2698, which
services the DL501/OB5 2008-up
7-speed transmission.
This unit is used in a variety of
Audi vehicles, plus the 2014-up
Porsche Macan.
Here are some of the kits features
and benefits:
Genuine OE
and NOK metal clad seals
Pan gasket produced by OE
manufacturer
Encoder ring produced by OE
manufacturer
Kit 2698 is in stock and available
for immediate delivery!
For more, visit TransTec on line at
www.TransTec.com.
converters serving transmission repair

shops and various industries throughout
the United States and Canada.
Founded in 1996 by co-owners
Julie Maynard Turner and Marcia
Maynard Prugh, the company has
grown significantly since beginning
operations in Dayton, Ohio with two
employees, a small facility, some
antiquated equipment, and a dream.
Today, CVC operates out of a modern,
85,000 square-foot plant, featuring five
production lines and 120 employees.
For more, visit CVC on line at
cvcconverters.com.
Rostra Introduces New

Replacement Solenoid for
Multiple Transmissions
Rostra is pleased to introduce a new

multi-use solenoid, P/N 52-0566. This
new solenoid is designed to replace
multiple solenoids in the Aisin Warner
09G, TF60/61SN, and 09D/TR60SN
transmissions.
The new solenoid replaces the EPC,
C1, C2, C3, B1 band clutch, and linear
shift control solenoids.
According to Rostra, this new,
replacement solenoid is more robust
than OE designs and is calibrated in
house for consistent operation.
Its sealed motor resists harmful
contaminants and its anodized
aluminum housing provides added
strength. It includes a hard plated
armature for extended life and has a
permanently lubricated core.
This solenoid isnt available from
the dealer; its exclusively available
from Rostra.
For more, visit Rostra on line at
www.Rostra.com.
Consolidated Vehicle
Converters, Inc. Celebrates
20th Anniversary
Consolidated Vehicle Converters,

Inc. (CVC) proudly celebrated 20
years in business in 2016. CVC is a
privately held remanufacturer of torque
10/12/16 8:44 AM
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.
ERIKSSON INDUSTRIES
Division of Wentworth Engineering
1-800-388-4418
Authorized
Parts Distributor
Reman Trans 6HP - 5HP - 4HP

BMW - Audi - Jaguar - Range Rover
Valve Bodies & Torque Converters
MECHATRONICS - Programmed
Hard Parts: NEW / USED / REMANUFACTURED
Need Hard
Parts?
Just Ask!
Soft Parts / Friction Kits / Steel Kits / Repair Manuals

Lifetime Fluids / Rebuild Kits / Valvebody Kits
1-800-388-4418
Fax: (860) 395-0047
1.877.888.5160
www.zftranspart.com
146B Elm St., Old Saybrook, CT 06475
COMPUTERS
ECM TCM PCM BCM
gcor-just-ask-2014-2.25x3-shopper.indd 1
12/1/13 7:18 PM
Foreign & Domestic
Computer Module Specialist
Off Vehicle Flash Programming
Engine Control Module (ECM)

Transmission Control Module (TCM)
A/C PARTS
A/C COMPRESSORS A/C Parts Specialist
Accept Major Credit Cards
One Year Warranty
AUTOCOMP
Technologies, Inc.
8515 North Freeway, Houston, TX 77037
888-217-4072
CASH for
Solenoid CORES
Aisin AW 5- & 6-Speed
Chrysler 45RFE/545RFE/68RFE
(early & late) & 62TE
*Ford 5R55N/W/S & E4OD/4R100
Honda 5-Speed Dual Linear
Visit www.sonnax.com
to start a core return online, or call
(800) 843-2600, Ext. 379
*OE & Remanufactured
1shoppers 1016.indd 123
Transfer Case Assemblies

with Encoder Motors
Reman Transmissions
New & Reman Engines
3 yr./100,000 Mile Parts &
Labor Warranty
Nationwide Delivery
Truckload Pricing
Only at
GREEN BAY, WI
800-242-2844
123
10/11/16 9:35 AM
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.
BMW Mercedes-Benz Audi
Remanufactured to
Perfection
Hundreds of Transmissions in-stock.
Immediate installation available.
2 year unlimited warranty.
Dyno-tested.
Remanufactured torque converter included.
Toll free 800 - 372 - TRANS

1331 Rollins Road Burlingame, CA 94010
tel 650 - 348 - 3990
fax 650 - 348 - 3019
CORES
Weve
Got
Yours!
With over 150,000 transmission, engine and

internal part cores on the shelf, we have the cores
you need _ ready to ship today!
YOUR SOURCE FOR CORES RECYCLING AUTO WRECKING
Las Vegas, NV
800.426.8771
702.649.7776
702.649.6777 FAX
Chicago, Il
800.826.7403
773.624.6111
773.624.6660 FAX
Find vintage cores on Memory Lane
aamidwestcores.com
124
10/11/16 9:36 AM
WE HAVE WHAT YOU NEED
FOREIGN & DOMESTIC

Standard Transmissions
Transfer Cases
New & Used Parts
Rebuilt Units
*ONE CALL DOES IT ALL*
CALL
BRIAN OR ALBERT
866-571-GEAR
4 3 2 7
NEED QUALITY
CONVERTERS?
HARD PARTS FOR
Domestic and Foreign
AUTOMATIC TRANSMISSIONS
Late and Early models
WE HAVE OVER 500,000 PARTS IN STOCK
CALL 602-971-0477
getithardparts.com
WE SHIP UPS DAILY
Best!
Expect the
Call for a free catalog

877-298-5003
www.atiracing.com
6747 Whitestone Road Baltimore, MD 21207
Equipment Manufacturing Corp.
EXPLORE
Quality
Remanufactured
Torque Converters
Overhaul System!
our full line of high-precision

TORQUE CONVERTER
rebuilding equipment.
$4,995.00
In Stock
Distributorships Available
Visit our website:
www.cvcconverters.com
800.727.4461
www.SuperFlow.com/gears | 1.888.442.5546
888-833-9000
www.equipmentmanufacturing.com
125
10/11/16 9:36 AM
SHOPPER CLASSIFIED
October/November 2016
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 9 issues). Members wishing to place ads once their three FREE ads have been placed may do so at the cost listed above.
Ads exceeding the maximum word count will cost $1.50 for each additional word (not including phone number and address).
www.trans-tool.com
1-800-531-5978
Why buy foreign,

When you can buy
American Quality
Tools and parts
washers
At an
Unbeatable Price!
Visit our website for more information,
or the links below for our Parts Washers:
www.partscrubber.info www.partscrubberx.info
www.midipro.info
www.transmissionpartswashers.info
BUSINESS FOR SALE: Pennsylvania

areas only transmission shop, 23 year
old successful business great reputation.
Business equipment and inventory; lifts:
flywheel grinder; parts washer; waste oil
heater; office equipment and software.
Located near Allegheny National Forest.
Excellent hunting, fishing, hiking, boating.
Lease available on building, turnkey
operation. Priced to sell. Owner wishes to
retire. Email PaTrannyShop@gmail.com
(814) 406 9440.
ATRA Mbr
BUSINESS FOR SALE: Owner wants
to retire ASAP. Well established, fully
126
1classfd-1016.indd 126
equipped, turn key operation. We have

been in business for over 38 years and
have a great reputation in the Tidewater,
VA area. We will sell just the business or
the business/property. All is negotiable.
Owner financing available. Reply to
genestrans@gmail.com. Serious inquiries
only please.
ATRA Mbr
Hunting, fishing, boating, hiking and

motorcycle riding are just a few of the many
outdoor activities that this area has to offer.
If you are tired of the rat race and want a
better life style, this position may be just
what you are looking for. Call us at: (828)
456-5753 or email advancedtransmis@
bellsouth.net.
ATRA Mbr
EQUIPMENT FOR SALE: TCRS Torque

Converter Rebuilding System - TCRS
torque converter rebuilding system for
sale. Includes breaking lathe (American
Pace Maker), auto-weld aligner, hand spun
balancer, water tester, tooling & parts.
ATRA Mbr
Call (509) 910-9976.
HELP WANTED: NEED IMMEDIATELY!

Experienced TRANSMISSION REBUILDER
and diagnostic technician for family owned
shop in the Norfolk/Virginia Beach, VA
area. Must be experienced in most makes
(automatics, standards, transfer cases and
some differentials). Also be ok with getting
out on the floor at times to help with R&R.
We work as a team. Must have most tools
to get the job done. 5 day work week. $$
depend on experience. Prefer someone
in this area or someone that is willing to
relocate here ASAP. (757) 461-3530 or
email genestrans@gmail.com. ATRA Mbr
HELP WANTED: BUSY WESTERN

COLORADO transmission shop is looking
for an experienced transmission rebuilder/
swing technician to join our team. We offer
a 5-day work week, competitive hourly pay,
individual and team bonuses, paid holidays,
paid vacation, local healthcare. Send your
resume to bakerstransmission@gmail.com
or fax to: (970) 242-8589.
ATRA Mbr
WANTED:
Experienced
HELP
transmission installer for busy shop in
the Smoky Mountains of Western, North
Carolina. Come work and play in one of
the most beautiful areas of our country.
WANTED:
Experienced
HELP
Transmission Rebuilder Wanted for
established family owned business of over
65 years located in central Iowa. Busy 6
hoist shop offering top salary plus weekly
bonuses, 401K, and insurance benefits.
Please contact James at (515) 285-7561 or
ATRA Mbr
knudsontrans@live.com.
10/11/16 9:37 AM
Don't Miss the ATRA SEMINAR Near You!
2016 ATRA TECHNICAL SEMINARS

Oct 1 - Newark, NJ
11/5/16 - Baltimore, MD
ATRA'S POWERTRAIN EXPO 2016 October 27th - 30th
HELP
WANTED:
DIAGNOSTIC
TECHNICIAN - Looking for a change? We
are a busy Western Colorado transmission
shop looking for an experienced,
professional diagnostic technician to join
our team. Must be well versed in computer
diagnostics and electronics. We live and
work in the beautiful Grand Valley, aka the
Gateway to the Outdoors minutes from
hiking, biking, hunting, fishing, and all kinds
of outdoor activities. We offer competitive
pay with bonuses, a five day work week,
local healthcare, and paid holidays. E-mail
resume to bakerstransmission@gmail.com
Check us out at www.bakerstransmission.
com Bakers Transmission Service, LLC
(970) 245-6640.
ATRA Mbr
HELP WANTED: Ralphs Transmission is a
growing shop in Modesto seeking qualified
and experienced transmission specialists.
We have an excellent facility with completely
upgraded equipment. Ralphs offers a
positive work environment, competitive pay,
benefits and other great employee incentives.
We are currently accepting applicants for

the following positions: R&R Specialist,
Diagnosticians, Service Advisors (Sales).
Visit: www. RalphsTransmission.com to
learn more about Ralphs Transmission
and employment opportunities. Contact
Mario Jauregui at (209) 526-1909 or
Mario@RalphsTransmission.com.
HELP WANTED: West Central Florida
Transmission Shop 36 years same location
5 day work week, health insurance
bonus program paid vacation & sick
days paid holidays taking applications
for experienced rebuilders and transmission
diagnostic techs email resume to:
brktrans@yahoo.com or call Chris at (352)
796-6544.
ATRA Mbr
WANTED:
Experienced
HELP
Transmission
Rebuilders
needed.
Advanced Transmissions Inc., located in
Mauldin, South Carolina is seeking full-time,
experienced Transmission Rebuilders to
be part of our team. Candidates must have
Subscribe Today!
Grab Your GEARS Now!
a minimum of 10 years experience with

both foreign and domestic transmissions.
Please send resumes to Gareth Jacobs,
at AdvancedTransmissionsInc@gmail.com.
Call us at (864) 299-9600.
HELP WANTED: Rapidly growing hard
parts company in the Dallas/Ft Worth area
is looking for a salesperson. Must have
knowledge of hard parts and soft parts.
Also in need of two people with hard parts
knowledge to help with the inspection
process, as well as cleaning, packaging,
and stocking them. Please send resume
and requirements to atraadd@gmail.com.
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
the transmission industry since 1997. Visit
our website at: www.transteam.com or call
us toll free at: (888) 859-0994.
X
The Million Dollar
Question
Controlling the 6R80

Inside the Honda 6-Speed
ATRA's 2015 Powertrain Expo!
Make your plans now!
CVR-715-jt1.indd 2
Name
800.428.8489
http://members.atra.com
MEMBERS.ATRA.COM
JULY 2015
I want my very own subscription

to the next 10 issues of GEARS.
6/19/15 12:08 PM
_____________________________________ 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
1classfd-1016.indd 127
127
10/11/16 9:37 AM
ADVERTISERS
Name
Page
2016
A&A Midwest ......................................79

www.aamidwest.com
Adapt A Case................................58, 81
http://adapt-a-case.com
ATI Performance Products .................51
www.atiperformanceproducts.com
Autoshop Solutions ......................59, 83
www.autoshopsolutions.com
BAAN Powertrain Corp.......................85
www.baanpowertrain.com
BorgWarner Distribution Center .........39
www.borgwarner.com
CVC - Consolidated Vehicle
Converters ..........................................86
www.cvcconverters.com
Dura-Bond Bearing Company ............41
www.mellingdurabond.com
Eagle Precision Products .............44, 45
ETE Reman ..............................9, 37, 87
www.etereman.com
EVT Parts ....................................... OBC
www.evtparts.com
Ford Customer Service
Division ...................................47, 64, 65
www.fordparts.com
G-Cor Automotive Corp ......................89
www.g-corautomotive.com
GearSpeed .........................................55
www.gearspeedpartsstore.com
GFX, Inc .............................................49
www.gfxcorp.com
H & A Transmissions, Inc. ..................91
www.hnatrans.com
Hayden Automotive ............................93
www.haydenautomotive.com
128
listo1016.indd 128
Name
Page
Jasper Engines &

Transmissions ............................95, IBC
www.jasperengines.com
JDS Worldwide Corp. .........................97
www.jdsworldwide.com
K B Cores, Inc. ...................................98
www.kbcores.com
LUBEGARD, A Stellar Automotive
Group Company ...........................27, 99
www.lubegard.com
Mid States Transmission Parts...........52
http://mstp.net
North American Powertrain
Components ...............................35, 101
www.napcltd.ca
Omega Machine & Tool, Inc. ............102
www.omegamachine.com
Power Pusher By Nu-Star, Inc. ..........53
www.powerpusher.com
Precision European Inc. .....................33
www.PEIus.com
Precision International ................ 11, 103
www.transmissionkits.com
Raybestos Powertrain ............15, 74, 75
www.raybestospowertrain.com
ReMaTec - Amsterdam Rai ................73
www.rematec.com
Rostra Precision Controls Inc.............43
www.rostratransmission.com
Seal Aftermarket Products........7, 29, 67
www.sealaftermarketproducts.com
SEMA..................................................71
www.sema.org
Slauson Transmission Parts ...............63
www.slauson.com
Name
Page
Smart Blend - Phillips 66 Spectrum

Corporation .........................................17
www.smartblend.com
Sonnax Industries............................. IFC
www.sonnax.com
Superior Transmission
Parts .....................................18, 19, 105
www.superior-transmission.com
Sussex Auto Parts Ltd. ...............59, 106
www.sussexautos.co.uk
Teckpak-Fitzall ....................................61
www.teckpak-fitzall.com
Torque Converters Rebuilders Assoc.
(TCRA) .............................................107
www.tcraonline.com
Transfer Case Express .....................109
www.transfercases.com
Transmaxx, LLC ............................... 110
www.transmaxx.com
Transmission Exchange Co. ............ 111
www.txchange.com
Transmission Remanufacturing
Company LLC .................................. 113
www.trctrans.com
Transmission Specialties ..............30, 31
Transtar Industries, Inc. ........ 13, 77, 115
www.transtar1.com
TransTec a brand of
Freudenberg-NOK ..................25, 56, 57
www.transtec.com
Whatever It Takes Transmission
Parts, Inc. ..................................... 3, 117
www.wittrans.com
ZF Services, LLC.............................. 119
www.zf.com/na
ATRA Supplier Members

Reserve your free table top display for the
ATRA 2016 technical seminar series today!
Call (805) 604-2018
See ATRA Seminar

Schedule information at:
members.atra.com
10/7/16 3:18 PM
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10/12/16 8:45 AM
EVT OctNov 2016.indd 1
10/12/16 8:46 AM

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TM

SERVING YOUR INDUSTRY

When you need to tackle tough transmission jobs,

Find a wide range of quality transmission parts

Visit www.sonnax.com for details. 800-843-2600 802-463-9722

FOR THE TRANSMISSION REBUILDING INDUSTRY

THE WORD ON THE STREET:

SPECIAL INTEREST & TECHNICAL

FUN WITH TRANSMISSIONS:

THE WORD ON THE STREET: Something New Just Got Easier

12 TALES FROM THE BENCH:

WIT: Serving Your Industry Today, and in the Years Ahead

The views expressed in this publication should not necessarily be interpreted

Editorial and Business Offices

Copyright ATRA 2016

The Honda Low Sprag Dilemma

FUN WITH TRANSMISSIONS: The AHF1: Whats It All About?

Misfire? Heres Some Direction

HEAVY METAL: Experiencing Mazdas AAS (Active Adaptive Shift)

Ring Ring, RE5R05A Calling!

Submitted by the TransTec Technical Department

UP YOUR BUSINESS: Proactivity: A Good Start to Great Leadership

Master Craftsman Mentality

SHOP PROFILE: Ville Platte Transmissions: Going the Extra Mile

ATRAS 2016 POWERTRAIN EXPO EXHIBITOR DIRECTORY

FROM THE PRESIDENT:

POWERTRAIN INDUSTRY NEWS

Be sure to read our Feature Story,

FROM THE PRESIDENT

d like to welcome everyone who made it

ATRA Board President

GEARS October/November 2016

OE Manufacturer, Aftermarket New,

Standard Transmission Parts

Complete line of CVC Remanufactured

Transfer Case Parts

Gasket & Seals Kits

Shop Supplies & Tools

Solenoids, Sensors, & Switches

THE WORD ON THE STREET

hile working on later model

GEARS October/November 2016

There are two flat notches on the tubes that

GEARS October/November 2016

Something New Just Got Easier

The jaws edge wont

GEARS October/November 2016

Automatic Transmission Repair Kits

TTK Overhaul Kits

TTK FEATURES & BENEFITS:

Engineered utilizing best-in-class materials

Introducing TTK Maxx whether you have a high

TTK MAXX FEATURES & BENEFITS:

TTK MAXX High Performance/HD Kits

Check ball changed from metal to plastic to reduce wear

Seal Aftermarket Products

2013 SFMA & MAF Manufacturer of the Year recipient.

Something New Just Got Easier

There are two extended tabs

GEARS October/November 2016