Uh Oh...Transmission Noise----Reward $
11-16-11, 07:10 PM
#1
Uh Oh...Transmission Noise----Reward $
I reallllllllly hope this is an inexpensive fix. I know how much these A650e cost to rebuild-$$$$$ which I dont have haha.
I am getting this noise when it shifts from 2nd-3rd. It sounds like a valve or something scraping when it shifts and its not quite the smooth shift.
Its worse when its cold but once it warms up the hard shifting tones down but it still makes the noise.
If anyone can help me out on wtf could be going on I will send you $10 paypal. I need the help Thanks!
I am getting this noise when it shifts from 2nd-3rd. It sounds like a valve or something scraping when it shifts and its not quite the smooth shift.
Its worse when its cold but once it warms up the hard shifting tones down but it still makes the noise.
If anyone can help me out on wtf could be going on I will send you $10 paypal. I need the help Thanks!
11-17-11, 07:17 AM
#7
there you go, it could be the valve body....which can be replaced while the trans is in the car, but if you continue to drive it, you could burn up the plates and need a complete rebuild.
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11-17-11, 08:12 AM
#9
Heed his warning. Transmission clutch plates are super thin, less than 1mm linings. They are meant to be operated in a friction modified hydraulic fluid, and when they don't have it, they fry in seconds. Do not ever drive a trans that is acting up unless you are ok with paying for a rebuild.
I did some trans diagnosis on a 4L60E, got to know it well, all it takes is a small screwed up item in the trans to do lots of damage. In this case the 1-2 accumulator piston was made from crap aluminum and had sloppy tolerance and got cockeyed in the bore and fluid leaked past, where? To the pan, so the Servo that applied the 1-2 band got less pressure than it needed to have, result? Band was wiped out. Trans needed rebuild. Sure, could do a band only, but you have to tear it all the way down anyway, it had to come out....
don't drive an ailing trans....
I did some trans diagnosis on a 4L60E, got to know it well, all it takes is a small screwed up item in the trans to do lots of damage. In this case the 1-2 accumulator piston was made from crap aluminum and had sloppy tolerance and got cockeyed in the bore and fluid leaked past, where? To the pan, so the Servo that applied the 1-2 band got less pressure than it needed to have, result? Band was wiped out. Trans needed rebuild. Sure, could do a band only, but you have to tear it all the way down anyway, it had to come out....
don't drive an ailing trans....
Last edited by RamAirRckt; 11-17-11 at 10:05 AM.
11-17-11, 11:37 AM
#13
quickest solution by far. can do a trans swap in about 4 hours if you are not screwing around. any gs400 ls 400 transmission will work, also sc400 same year will work. should be able to pick one up for about 400. replace the seals, fill it with dex3 drive it for 2 weeks and then get a flush with any variety of synthetic...bg and amsoil are good.
11-17-11, 12:44 PM
#15
Don't screw around with the fluid. Use the OEM T4 fluid.
A Toyota Transmission Engineer, states: "The reason the TT A340i uses TIV is because those trans' have flex lockup and "intelligence" control. The "i" means the ECM monitors input and output shaft timing to maintain constant shift speed over its life. The ECM's control calibration is matched to the TIV's fluid's friction coefficient and temperature characteristics. Any Toyota transmission with flex lockup (duty cycles linear solenoid at low speed and load) uses that fluid. Otherwise dexron III is used. The clutches and seals are the same. Using dexron in a TIV trans could cause shift flare, shock or lockup shudder. The Toyota stuff is very high quality (mineral based) and really not that inexpensive. There really isn't a "universal fluid". Using that train of thought would be like saying all spark plugs are the same."
A Toyota Transmission Engineer, states: "The reason the TT A340i uses TIV is because those trans' have flex lockup and "intelligence" control. The "i" means the ECM monitors input and output shaft timing to maintain constant shift speed over its life. The ECM's control calibration is matched to the TIV's fluid's friction coefficient and temperature characteristics. Any Toyota transmission with flex lockup (duty cycles linear solenoid at low speed and load) uses that fluid. Otherwise dexron III is used. The clutches and seals are the same. Using dexron in a TIV trans could cause shift flare, shock or lockup shudder. The Toyota stuff is very high quality (mineral based) and really not that inexpensive. There really isn't a "universal fluid". Using that train of thought would be like saying all spark plugs are the same."