Tag Archives: Automatic Transmission

Volvo C-70

The C70 Coupe and Convertible look almost too good to be Volvos. Indeed, the Volvo badging is the only thing with a straight line on these cars.

Two new variations are added for a total of four models this year. The HPT models are highly “motorvated” by a 236-horsepower 2.3-litre high-pressure turbo-charged in-line “five”. LPT models do almost as well with the 190-hp 2.4-litre low-pressure turbo motor. In either case, the engines drive the front wheels. For 1999, a new 4-speed electronic adaptive automatic transmission adjusts to the driver’s individual driving patterns. The selectable winter mode is still included. Volvo’s Stability and Traction Control (STC) is available. Increased security is provided by larger Side Impact Protection System (SIPS) airbags and the addition of a Whiplash Protection System.

 

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Torque – Command Transmission

Currently, American Motors’ automatic transmission-equipped cars use three-speed Torque-Command transmissions much like Chrysler’s Torque Flite. Three different models are used, and they are similar in size, appearance and operation. All models combine a torque converter and planetary gear system, giving three forward gear ratios and one reverse. The three element torque converter incorporates an impeller connected to the engine, a turbine splined to the transmission input shaft and a stator connected to the transmission case through an overrunning clutch. The transmission contains two multiple disc clutches, two bands and servos, an overrunning clutch and two planetary gearsets with a common sun gear. The two gearsets are connected to the two clutches through a driving shell, which is splined to the sun gear and front clutch retainer. The hydraulic system of the Torque-Command units includes a single oil pump,  a valve body containing the pressure regulating and shift control valves, the governor valve assembly, two band-actuating servos and the accumulator.

Dexron transmission fluid is cooled by circulation through which drives the planetary sun gear is locked in place, the planetary pinions are forced to “walk” around the secondary sun gear, driving the internal gear at intermediate speed.

In high with the selector level in D position, the front and rear clutches couple both sun gears to the input shaft.

 

Chris Cornell loves cars and is a “car guy”.  Chris is an auto enthusiast who just loves Ford Mustangs -  both the old classic 60′s Mustangs all the way to the new 2013 Boss 302s

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Flash-O-Matic

The Flash-O-Matic consists of a torque converter coupled to a three-speed dual driving range automatic transmission. The converter incorporates an impeller connected to the engine crankshaft, a turbine splined to the transmission input shaft, and a stator connected to and controlled by a free-wheel unit.

Front and rear oil pumps, are used to supply fluid to the converter, lubricate the parts and build pressure in the various oil circuits. A primary regulator valve regulates control pressure to meet all driving requirements. A manual valve, controlled by the transmission selector lever, opens combinations of oil passages to the valve and units which are required for the drive range selected.

A compound planetary gear train supplies the necessary gear combinations to provide neutral, low, intermediate, high and reverse gear ratios. Major elements include a primary sun gear, secondary sun gear, primary and secondary pinions held in a common pinion carrier, and an internal gear attached to the transmission output shaft. The selector lever has six positions: P, R, N, D2, D1 and L. In D2, the transmission starts in intermediate and automatically upshifts to direct drive. In D1, it starts in low and automatically upshifts to intermediate, then direct. In L, the transmission stays in low gear. The selector lever may be moved from D2 to D1 to L or from L to D1 to D2 at any car speed.

The various gear ratios are dependent on which gears are being held and which are driving. This phase of automatic transmission control is accomplished by clutches, bands and servos. Front and rear multiple disc clutches are used. Actuation of the front servo applies the front band to the rear clutch drum and locks the secondary sun gear to the transmission case. Actuation of the rear servo applies the rear band to the pinion carrier, locking it to the transmission case.

In Neutral position, none of the gear train members are held or driving, so there is no transfer of power. In Park, the parking pawl is engaged with external teeth on the output shaft internal gear, locking the output shaft to the transmission case.

In Drive range, D1, the front clutch couples the primary sun gear to the input shaft. The sprag  clutch is engaged and holds the planetary pinion carrier. The primary sun gear drives the planetary pinion which, in turn, drives the internal gear and output shaft.

In intermediate position (second speed), the front clutch engine is slowly cranked, the distance from the lowest point to the highest will be the lift of the cam.

It is important to measure the lift of all cams in the engine to determine if any are worn, since the cams do not all wear at the same rate. Worn cams occasionally are the cause of lost power or misfiring, which is often overlooked when troubleshooting. If a check on valve lift shows that it is less than it should be, the cams can be reground on special machinery. In most cases, however, the camshaft is replaced.

 

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All New ‘Jeep’ Wagoneer

“Sure as you’re alive! I’ve got 4-wheel Drivepower”-the easiest working, quietest running 4-wheel drive system ever, more usable cargo area than other any other wagon in my class, and America’s only automotive overhead cam engine, the high torque Tornado-OHC. Plus I got optional independent front suspension, power steering, power brakes, automatic transmission and a real passenger car ride. I also got-”

 

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Road Performance

Pro: The 2.2L four gives sparkling performance without excessive noise. The revised five-speed manual transmission works very well with smooth and light clutch action. The four-speed automatic has overdrive to help save fuel. Excellent handling in town or on the highway. Firm but well controlled ride due to increased body rigidity, a reworked suspension and wider, larger-diameter wheels. Improved variable-assist power steering provides excellent road feel. Excellent braking, especially with ABS.

Con: No 4×4 or V6 option. Automatic transmission is a bit rough. Hard suspension is even harder with the Si, making for tiresome journeys over rough roads. The Accord still tends to understeer.

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The Greaseless Guide to Car Care

  • If you have to add fluid every time you check the dipstick, there’s probably a leak in the system. Have it inspected by a professional.
  • When adding fluid, check your owner’s manual for the correct type. Power steering and automatic transmission fluids are not interchangeable, and substitutions can cause serious problems.
  • Have the suspension and steering components inspected and adjusted at manufacturer’s recommended intervals. The rods, levers, and connectors wear with use and stretch with age. Proper inspection and adjustment will extend their useful life by many thousands of miles.
  • Watch for signs of shock absorber wear, which can be detected by stepping down on one side of the bumper and then releasing it. If the car continues to bounce up and down more than three times, you probably have a worn shock absorber.

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Making Your Car Go the Distance:Steering and Suspension Systems

Here are some tips to keep these systems in good working order:

  • Check the power steering fluid level in the reservoir or have it checked about once a month, and top it off when necessary. The dipstick is usually located under the cap of the power steering pump.
  • If you have to add fluid every time you check the dipstick, there’s probably a leak in the system. Have it inspected by a professional.
  • When adding fluid, check your owner’s manual for the correct type. Power steering and automatic transmission fluids are not interchangeable, and substitutions can cause serious problems.
  • Have the suspension and steering components inspected and adjusted at manufacturer’s recommended intervals. The rods, levers, and connectors wear with use and stretch with age.  Proper inspection and  adjustment will extend their useful life by many thousands of miles.
  • Watch for signs of shock absorber wear, which can be detected by stepping down on one side of the bumper and then releasing it. If the car continues to bounce up and down more than three times, you probably have a worn shock absorber.

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Sedans

The LeBaron sedan of 1993-1994 was not related to the coupe and convertible. The spirit ran concurrently with the new Dodge Stratus in 1995, and the Acclaim made way for the Plymouth Breeze in 1996.

The exterior of the Spirit/Acclaim/LeBaron sedans is bland to the point of anonymity. At one time, they became the unofficial hit car of Quebec’s biker gangs, as they were so invisible that no one could remember what kind of car they saw speeding away from the scene. The LeBaron sedan is the gilded lily of the four-door range, with layers of glitzy vinyl trim applied to the exterior to differentiate it from the cheaper – and visually more sober – Spirit and Acclaim. The interior of the LeBaron sedan is a riot of fusty velour, chromed plastic, and wood that never grew on trees. The internal dimensions that the LeBaron shares with the Spirit and Acclaim reflect good space efficiency, with enough room to keep four people happy; more people can fit, but width is a limiting factor. The seats themselves are comfortable enough, but it is not that easy for the driver to get comfortable because of the odd spatial relationships between the seats, steering wheel and pedals. The Spirit and Acclaim are quite tasteful inside and have fittings of reasonable quality that are assembled with more care than on their K-car predecessors.

In 1993 and 1994 the Spirit and Acclaim were available with the 2.5L four cylinder or 3.0L V6 engine coupled with a three-speed automatic. A five speed manual was also offered with the 2.5L motor, and a four-speed automatic with the 3.0L V6. The LeBaron sedan offered either a three-speed or four-speed automatic transmission, depending on the engine. Both engines were available on the 1995 Spirit/Acclaim, but only with a three-speed automatic transmission.

Spirited is not a word to use to describe these cars on the road. On smooth roads they are smooth, on rough roads they’re rough, and in emergency manoeuvres, forget it – the cars are very sloppy. The brakes grab and the nose plunges in panic stops. Interior noise in the Spirit is not bothersome, but there is less of it and the quality of the noise is much more pleasant with the V6.  The three-speed automatic shifts well, but forego the four-speed autobox, which shifts erratically until it loses its spirit and turns into a ghost, its internals having lost the will to live. The Spirit and Acclaim were offered with a rare five-speed manual gearbox whose operation constitutes an antidote to driving pleasure.

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APA Alert!

  • Have the four-speed automatic transmission checked every year for electronic trouble that could cause a major breakdown. If the vehicle’s mileage isn’t too high and the transmission fluid is not burnt, changing the fluid every two years should prevent or delay transmission failure. Also have the charging system checked – the transmission requires a stable power supply to work properly.
  • Early 1990s models delivered without a factory exhaust-gas recirculation valve will likely fail their emissions inspections, even if all systems are working correctly. To pass the test, it may be necessary to put the automatic transmission in second gear instead of Drive. This will reduce NOx (oxides of nitrogen) readings.
  • Recall covering 1994 models: the seat-belt anchors on vehicles equipped with bucket seats may not meet the federal standard governing seat anchorages. Replace seat-belt anchor assemblies.

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The APA Complete Canadian Used Car Guide 2004

Enveloping dash and large centre console make for an intimate environment. The front seats are large and comfortable. The rear seat offers reasonable space for a sports coupe. The coupe’s trunk is adequate.

Powered by the same engine found in the old Cirrus, the Sebring four-cylinder is a tame performer. The 2.7L 200-hp Chrylser engine is lacklustre from a stop, but has good mid-range power and works well with the smooth automatic. Despite premium specifications like twin-overhead-camshafts and 24 valves, the Sebring V6 sounds rough at high revs, and doesn’t deliver the kind of grunt 200-rated horsepower would lead you to expect. The Sebring sedan’s structure feels quite stout, and few bumps upset the car. The car rides well, and feels very composed for a conservative family sedan. Braking is effective. The convertible drives much like the sedan. The 3.0L Mitsubishi V6 in the Sebring Coupe is smoother, quieter and better off the line than Chrysler’s 2.7L, and works well with either transmission. Ride, handling and steering are all nicely balanced for a luxury sport coupe.

Those seeking a used Sebring sedan will be happy to learn that they are worth half of less of their original value by the time they are three years old. The V6 sells in far bigger numbers, and is more in demand used. As with many domestic used cars, luxury comes cheap. The price gap of $3000 between a plain LX and a loaded LXi when they were new shrinks to about $1500 after three years. The convertibles lose their value more slowly, and can sell for up to $10,000 more than a sedan of the same year. In good condition, a coupe will appeal to the right buyer, but that person is rare.

Reliability: Predicted weak points include the automatic transmission and A/C. Some reports of water infiltrating into the cabin because of missed welds where the firewall meets the floorpan. Some reports of head gasket failures and valvetrain problems starting between 100,000 km and 130,000 km on the 2.7L V6. Chrysler added a 5 year/100,000 km powertrain warranty to the basic 3/60 coverage for the 2001 model year.

Rust: Insufficient data. Brake lines and the ABS junction box located under the car appear vulnerable to corrosion.

Safety: Standard dual front airbags, optional side airbags. The sedan earned five-star ratings for the driver and front passenger in the NHTSA’s frontal crash test and a three-star rating for outboard occupants in the NHTSA’s side impact test. Initially rated “good” by the IIHS, the Sebring sedan was reclassified as “acceptable”. Optional ABS.

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