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no, mainly locks just before overdrive, unlocks when downshifts and when braking

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Q: Does torque converter lock up occur in all gears in Ford e4od transmission?
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What serious problems can standard transmissions have?

Fluid Problems Low fluid is probably the most common transmission problem.Solenoid Problems A problem related to fluid levels is a faulty solenoid. Needle Bearings There are several problems that can occur with the torque converters in transmission systems. The first is that the needle bearings of the converter--which separate the stator, impeller, turbine and converter housing--can be worn. If you hear noises from the transmission except while in neutral, the bearings most likely are the culprit. Clutch The clutch within the torque converter can jam.


What causes an automatic transmission car to vibrate--vibrations occur between 35-45 mph and 1700-2100 rpm--occur if speed is being maintained ie they stop if gas is applied or let off?

This can happen when the engine isn't running on all cylinders and the torque clutch converter is engaged. Changing the engine's running parameters will cause the torque clutch converter to disengage and the transmission is then fluid-coupled which even out (masks) the engine vibration. Not sure what vehicle you have but bad universal joints in the drive shaft can also cause that.


Where is the lock up solenoid on a axn4 transmission it is not getting a signal and it will not shift in to over drive?

The lockup solenoid does not control OD shift. The lockup solenoid controls torque convertor lockup. Torque converter lockup isn't a gear at all, but a fuel saving function that kicks in when you are cruising, which is a clutch in the torque converter that locks down and overrides the fluid coupling so you dont loose engine engine torque due to the normal fluid coupling of the torque converter. In effect, it overrides the torque converter completely, and provides a direct drive from the engine to the input shaft of the transmission. TC lockup does occur in OD, but it is a separate function. OD is achieved in the AX4N when the OD band holds the front planetary sun gear stationary. This is done by the OD servo and piston assembly, when fluid is directed there through a valve in the valve body. You could have a problem in any of those areas causing you not to have OD.


What will happen if you try to push start a auto transmission car?

An automatic transmission uses a fluid coupling (the torque converter) between the engine and transmission. It is not designed to work in reverse. A manual transmission, on the other hand, has a direct connection between engine and transmission once the clutch is let out. It is true that hydraulic pressure is required in order to cause an automatic transmission to transmit powerflow (or couple) internally. The pressure engages reaction devices such as multi-disc clutch packs or bands to place planetary gearsets in to action. Most modern vehicles have pumps that are driven by the torque converter quill (the part that plugs into the face of the pump housing) and the torque conveter is driven by the engien flywheel. In these vehicles the engine must be running to create hydraulic pressure. Pushing the car will simply turn the driveshaft which is connected to the output shaft of the transmission. Since the output shaft does not transmit any power flow forward toward the engine without hydraulic devices in play, the effort stops there. In some older vehicles that had hydraulic pumps in the rear of the transmission it was possible to push start them. When the driveshaft turned the output shaft of the transmission, sufficient fluid pressure could be developed to cause the reaction devices to engage and pump enough fluid into the torque converter to allow the converter to turn the engine. The vehicle would normally have to be pushed 35 mph or so in order for this to occur.


What causes a gergaling sound in a transmission?

Does this occur the entire time the vehicle is running or only when it is in a gear? In the event that you're hearing this sound when stopped, and only when the vehicle is in gear (not park or neutral) it is possible that one of the bolts that attaches the flex plate to the torque converter is loose. Please provide some additional information about when you hear this sound.


How do i know if my Honda torque conveter is bad?

Symptoms of a bad converter vary. The vehicle may not move at all when in gear. The vehicle may exhibit engine stall when put into gear or may not have power during takeoff. Also shudder may occur when under load. Noise in the transmission when put into gear forward or reverse.


What is the purpose of a torque strut mount?

Basically, the purpose of the torque strut mount is to keep the engine and transmission from vibrating excessievely. This smooths the ride, keeps the engine/transmission from excessivel stressing the engine/rtansmission mounts on the frame, and provides for a smoother ride and better drivability. Without the torque strut mount, the top of the engine would be unsupported and damage to the drive train would occur.


Why 2005 Dodge Magnum started this morning and when you place in gear automatic transmission it died Started right back up but when you place in gear it dies.?

The first thing you have to check is your base/curb idle. It should be between 600 and 700 rpm in nuetral. If less than 550 rpm, may be too low to sustain idle speed in gear. Computer diagnostic may be required to determine if idle circut problem exists. If no idle circut problem exists, check for transmission torque converter lock-up problem. If converter in full lock-up engine stall will occur when put into gear. Transmission diagnostic will be required to determine this problem.


How does an automatic transmission system in automobiles work?

What is an automatic transmission? What does it do, and why do we need it? First, a little history. The earliest automobiles offered only manual transmissions. Similar in principle to today's stick-shift vehicles, these cars, such as the Ford Model T, sported two forward gears and one reverse, coupled to the engine via a series of pedals. But as cars grew larger and traffic got worse, engineers began searching for a way to have the car "automatically" shift from one gear to another. Designers spent decades perfecting the modern automatic transmission. Although groundwork had been laid in the early 1900s by German manufacturers of marine engines, the first appearance of an automatic transmission in a car did not occur until 1938, when GM invented "Hydra-matic Drive." The first production automobile to offer this transmission was an Oldsmobile, which rolled off the line in 1940. This was followed in close succession by Chrysler (their spies must have been working overtime), which in 1941 introduced three separate models with "Vacamatic" (they changed the name to "Fluid Drive" in 1942). By 1948, most major American automakers offered passenger cars with optional fully automatic transmissions as an option. The technology came along at a propitious time in American history. The United States, rife with victory from World War II and building up steam for the post-war boom, produced scads of babies and cars (not necessarily in that order). Into those cars they dropped thousands of automatic transmissions. It could be fairly argued that the automatic transmission, with its simplicity and ease of use, offered up the automobile to the masses, fulfilling the promise of President Herbert Hoover, whom a generation earlier had promised "a car in every garage and a chicken in every pot." At the very least it widened the vistas of an increasingly mobile workforce, fed the flow of migration to the suburbs, and welcomed women back into the economy following the war effort. The automatic transmission did this by offering a "no-muss, no-fuss" form of shifting. No more missed shift gates. No engine lugging or racing. No torn-stocking, high-heel clutch-pedaling dramas. None of that. Just press the gas and go. Okay, enough with history. Let's take a look inside an automatic transmission. The Torque Converter The key to the modern automatic transmission is the torque converter. It takes the place of a clutch in a manual transmission. A direct descendant of an earlier component called a fluid coupling, the torque converter offers the advantage of multiplying the turning power provided by the engine. It is connected to the motor by means of a metal rod known as the transmission shaft (sometimes called the input shaft), which fits next to but does not touch the engine crankshaft. Repeat: there is no direct connection between the engine and the transmission. Instead, the engine turns the transmission by means of a process called hydraulic coupling. Think of two electric fans in a room. Line them up a few feet apart, one in front of the other, both facing the same direction. Now turn on the rear fan. What happens? If you've turned the fan up high enough, and if the fans are close enough together, the front fan will begin to turn as well. In this same manner does the engine crankshaft influence the transmission shaft, causing it to rotate. The identical process occurs in a torque converter, except that transmission fluid takes the place of air. But there's more. Inside the torque converter are several components that help multiply the power. These are the impeller (or pump), the turbine, and the stator (or guide wheel). A torque converter is like a giant doughnut. The impeller and the turbine (the two fans in the analogy above) face one another inside the round metal casing. The impeller is on the engine side, the turbine on the tranny side. Both of these components have blades that catch the transmission fluid and cause them to spin. Picture two halves of a chambered nautilus, and this will perhaps give you a better image. As one fan begins to spin, the other will spin as well. Through centrifugal force, the fluid moves to the outside of the blades, where it is redirected by a third fan, called a stator, back to the turbine side. This continual flow of fluid is what causes the power to be multiplied. The Lockup Torque Converter Because the only connection between two sides of a torque converter is a fluid connection, there is always a little slippage, running from about 2-8%. To increase efficiency and gas mileage, most modern automatic transmissions also have something called a lockup clutch (aka, torque converter clutch). It works like this. As the speed of the car nears 40 miles per hour, the highly pressurized transmission fluid is channeled through the transmission shaft and activates a clutch piston. This metal pin locks the turbine to the impeller, in effect bypassing the torque converter. It remains this way until the vehicle slows below 40 mph, at which point the clutch piston disengages and the torque converter kicks in again. Simple, right? Planetary Gearsets No, we're not talking Mars and Venus here. These are different-sized gears, just like the ones on the back of your mountain bike. They're called planetary because they're circular and revolve around a central gear known as a sun gear. If it sounds like our solar system, you're right -- it's designed on the same model. A planetary gearset system has three major elements:


What causes transmission to shift all gears under 20 miles per hour?

Your transmission does not know how far you have the accelerator pressed. Some cars have a cable that runs between the throttle and transmission to 'tell' the transmission how far you have the gas pedal pressed. Some cars use electronic sensors to 'tell' the transmission how far you have the pedal pushed. It sounds like your transmission 'thinks' your gas pedal is not pressed at all. This will cause the shift points to occur exactly as you describe them. Look for an unhooked cable between the transmission and throttle.


Transmission quit in all positions except park had just turned corner and accelerated and nothing no previous warnings what could cause this?

The first thing I would check is the level of the transmission fluid. In a vehicle with an automatic transmission, fluid is actually what transfers the power from the engine crankshaft to the driveshaft. No fluid, no move. This would be the easiest thing to check. Beyond this, you're looking at major service. If the fluid level adequate, it may be the Torque converter. Had a similar thing occur with our 91 sable on the way back from a long trip. Hit the exit, started to accelerate, heard a small pop and nothing.


What would cause a 1995 Nissan Pathfinder to work great in all the forward gears but do nothing when placed in reverse?

I had that same problem occur recently and found that the reverse gear had been stripped. Needed a complete transmission overhaul because I drove around too much and all the excess metal chips in the transmission killed everything.