Ford gearbox makes a friction or click
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WD-40 Gearbox Disk Bolt Tip (Video)
Ford gearbox makes a friction or click
Repair the fuel level sensor: the fuel gauge does not work?
Spray now or pay later
WD-40 Gearbox Disk Bolt Tip (Video)
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Building customer loyalty: why oil changes are important
Building customer loyalty in any business is challenging. Getting customers back to the car repair shop is the most difficult task for car owners. If a store can crack this code, they will seize current and future repair and maintenance opportunities. The only inherent opportunity for each vehicle to increase customer loyalty is engine oil and functional fluid services.
In this one-hour webinar, our experts will discuss how they can establish oil change and vehicle maintenance plans to maintain customer return rates and help maintain healthy profit margins.
Speaker John Stotz, Senior Marketing Manager of Sheng Brand Lubricants. Andrew Markel, Content Director, ShopOwner
Sponsored by Bolt On Technology
The goal of Underhood Service is the repair shop, where 50% or more of its revenue comes from the service and repair of the system under the hood. The increasing knowledge and capital required to keep up with technological advancements has prompted these shopkeepers to focus on under-hood systems while also providing preventive maintenance services for most major vehicle systems. By subscribing, you will receive the ShopOwner digital magazine (12 times a year), which contains articles from the Underhood Service and Underhood Service e-newsletters (twice a week). Today is ready for you to access digital editions, competitions, news and more!
The goal of Underhood Service is the repair shop, where 50% or more of its revenue comes from the service and repair of the system under the hood. The increasing knowledge and capital required to keep up with technological advancements has prompted these shopkeepers to focus on under-hood systems while also providing preventive maintenance services for most major vehicle systems. By subscribing, you will receive the ShopOwner digital magazine (12 times a year), which contains articles from the Underhood Service and Underhood Service e-newsletters (twice a week). Today is ready for you to access digital editions, competitions, news and more!
High temperatures under the hood, increased power demand, and vibration can damage the alternator or starter. Sponsored by ACDelco.
Don't settle for "almost"-the location of the engine's manufacturing or remanufacturing is important. Sponsored by ACDelco.
The brake pads have been thoroughly developed to produce the best results. The video is sponsored by ZF Aftermarket.
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The DCT transmission uses the transmission principle of a manual transmission.
The term "dual clutch transmission" or DCT may scare some BMW engineers and technicians. You may never deal with the internal parts of a DCT transmission, such as gears, synchronizers, and shafts. Instead, you will have to repair the external components that control the clutch and cooling fluid. However, it is important to understand how gears and shafts work together.
The DCT transmission uses the transmission principle of a manual transmission. DCT uses two intermediate shafts, and there is a gear set between the input shaft and the output shaft. There are odd-numbered gears on one side and even-numbered gears on the other side. BMW refers to these two intermediate shafts as sub-transmissions. The shift fork is driven by a hydraulic solenoid instead of a connecting rod connected to the shifter in the cab. There is no clutch pedal; it is done through a computer-controlled actuator. When upshifting, one clutch is disengaged and the other is engaged, thus realizing uninterrupted power transmission.
The shaft is connected to the output shaft. The clutch control and shift fork control through which sub-transmission device the power flows to connect the input shaft to the output shaft.
Like a manual transmission, the clutch is the weak point. Just like the driver, the computer will slip the clutch for optimal engagement. BMW uses a wet clutch, and its two sub-transmissions have independent inner and outer parts. It is a multi-clutch with eight discs. The clutch is driven by a special hydraulic slave cylinder controlled by a computer. The pressure of the clutch actuator is adjusted to 260 psi.
In order to control the clutch, the mechatronics module looks at a lot of information. Piezoelectric hydraulic sensors measure the amount of pressure in the two clutch actuators.
When the clutch is actuated, it also looks at data from speed and position sensors on the crankshaft, input/output shaft, and auxiliary transmission to measure engagement events. The clutch assembly also has a fluid temperature sensor to determine the performance of the clutch.
The computer is trying to strike a balance between smooth shifting and clutch life. The gearbox module works in conjunction with the engine control module to manage the torque from the engine during start-up and gear shifts. However, there are millions of drivers, environments, and scenarios that engineers never expected when they first wrote software. Engineers can get a second chance to improve the clutch software through the update. Most BMW cars equipped with DCT gearboxes have updated the software of the gearbox control unit. As BMW does not allow updates to specific modules, some reprogramming procedures may last up to 14 hours. Reprogramming should be sold with DCT transmission repair.
Even after reprogramming the program, you need to execute the clutch adaptation program, teach the clutch engagement point of each clutch and save the data in the MDCT control module. If you replace the clutch or any internal components, you need to perform this procedure.
The clutch is connected to the dual mass flywheel. The clutch is located behind the cover in the bell housing. Inside the sealed housing is the gear transmission of the pump. There are different maintenance options for the clutch. Some kits replace the entire housing of the fixed plate. Another option is to replace the board.
The gear shift is controlled by the DCT electronic/hydraulic module on the side of the gearbox. The best way to describe the mechatronics module is if the ABS hydraulic control unit and the transmission valve body have a child.
The normal working pressure range is between 5-20 bar (72.5-290 psi), but if necessary, it can be increased to 30 bar (435 psi) to keep the gearbox running normally.
At the maximum shifting force, the pressure required to operate the gear selector can be the same as the operating pressure.
The electronic solenoid operates the selector lever of the shift cylinder to move the gear set on the shaft. There are four gear selectors and four slip clutches, and each gear pair has a gear selector and a slip clutch. Forward gears 1, 2, and 3 are equipped with double taper synchronizers. Gears 4, 5, 6, and 7 have single taper synchronization.
The conical friction linings of all gear synchronizers use carbon friction materials. The gear assembly is mounted on three bearings evenly distributed along the length of the drive shaft. The position of the gear selector is monitored by a sensor installed in the mechatronics unit. There are two sensors monitoring the parking lock linkage. If the mechatronics unit is replaced, the scanning tool must be used to execute the gearbox adaptation procedure. The calibration procedure ensures that the neutral position and mechanical limiter will be learned and stored in the transmission control module. There is also a service function for temperature sensor oil calibration.
Can provide replacement DCT electromechanical module. The typical cost of a unit is US$2,500 to US$3,000. It's not that you can guess that it will repair the parts of the vehicle. If you replace the unit, you need to reprogram and adapt to relearn.
The transmission oil temperature is regulated by a thermostat, which opens at 95º C or 203º F, allowing fluid to pass through the cooler at the front of the vehicle. The system has a heat exchanger connected to the engine cooling system. The heat exchanger reduces the warm-up time and helps stabilize the operating temperature. The electric pump exchanges coolant between the engine and the gearbox. The optimal temperature is about 200º F.
The mechatronics unit has three temperature sensors. One temperature sensor is located after the clutch, and the other two measure the lower fluid temperature in the gearbox. Three sensors check the performance of other sensors. If these values are not within the range of the set parameters, an untrusted code will be set, and the transmission may enter safe mode. The transmission oil is also used to cool the selector lever and has channels and nozzles that guide the oil to the auxiliary transmission gears, synchronizers and bearings.
The BMW DCT gearbox uses a specific gearbox oil, which is claimed to be a life-long oil. The gearbox has a serviceable filter in the chassis. Some stores recommend that customers change the oil every 50,000 miles, but some stores claim every 100,000 miles (the length of the transmission system warranty). If you want to know the condition of the fluid, you can send the sample to an oil analysis laboratory such as Blackstone.
The BMW DCT transmission has a failure mode that limits engine torque and changes shift points. The most common trigger for these events is an unexplainable increase in the fluid temperature at the fluid outlet of the oil pan or clutch.
The gearbox will display an amber gearbox temperature icon and display the message "Gearbox temperature, drive carefully". The transmission will limit engine power and change shift points to cool the fluid. The message may disappear after lowering the temperature or key cycles on some models. This is called a control message 104.
This mode may be caused by extreme driving conditions, such as towing or hard-launched performance driving. Other possibilities are the failure of the temperature sensor or the problem of excessive heat generated by the slipping clutch.
Control message 105 is a red light on the dashboard, which is triggered when the gearbox overheats. The engine torque is greatly reduced. The current gear remains engaged until the driver stops. At this time, the parking lock has been engaged. The engine will keep running, so the pump can circulate fluid to cool the gearbox.
When the pressure reading exceeds or falls below the specification, it will cause other failures in the transmission. Certain codes may not change the operation of the transmission, but instead instruct the owner to visit a BMW Service Center. In some cases, the gearbox will only be able to use 2nd and reverse gears. If one of the clutches is blocked or the shifter cannot move the auxiliary transmission, it will change the shift mode.
In most cases, the gearbox will try to lower the temperature and retain the option to use 2nd or reverse gear to help move the vehicle off the shoulder or into a store.
DCT is currently in use on all BMW models from the 2 series to the 6 series. Don't be afraid to repair or diagnose these transmissions. Most problems can be solved with a good scanning tool or scope.
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