pt cruiser P0732 Incorrect 2nd Gear Ratio


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2001 Dodge Ram 2500 BEARING NOISE Testing and Inspection

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Filed Under (Dodge) by admin on 07-05-2011

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GEAR NOISE Axle gear noise can be caused by insufficient lubricant, incorrect backlash, incorrect pinion depth, tooth contact, worn/damaged gears, or the carrier housing not having the proper offset and squareness. Gear noise usually happens at a specific speed range. The noise can also occur during a specific type of driving condition. These conditions are acceleration, deceleration, coast, or constant load. When road testing, first warm-up the axle fluid by driving the vehicle at least 5 miles and then accelerate the vehicle to the speed range where the noise is the greatest. Shift out-of-gear and coast through the peak-noise range. If the noise stops or changes greatly: Check for insufficient lubricant. Incorrect ring gear backlash. Gear damage. Differential side gears and pinions can be checked by turning the vehicle. They usually do not cause noise during straight-ahead driving when the gears are unloaded. The side gears are loaded during vehicle turns. A worn pinion shaft can also cause a snapping or a knocking noise. BEARING NOISE The axle shaft, differential and pinion bearings can all produce noise when worn or damaged. Bearing noise can be either a whining, or a growling sound. Pinion bearings have a constant-pitch noise. This noise changes only with vehicle speed. Pinion bearing noise will be higher pitched because it rotates at a faster rate. Drive the vehicle and load the differential. If bearing noise occurs, the rear pinion bearing is the source of the noise. If the bearing noise is heard during a coast, the front pinion bearing is the source. Worn or damaged differential bearings usually produce a low pitch noise. Differential bearing noise is similar to pinion bearing noise. The pitch of differential bearing noise is also constant and varies only with vehicle speed. Axle shaft bearings produce noise and vibration when worn or damaged. The noise generally changes when the bearings are loaded. Road test the vehicle. Turn the vehicle sharply to the left and to the right. This will load the bearings and change the noise level. Where axle bearing damage is slight, the noise is usually not noticeable at speeds above 30 mph. LOW SPEED KNOCK Low speed knock is generally caused by a worn U-joint or by worn side-gear thrust washers. A worn pinion shaft bore will also cause low speed knock. VIBRATION Vibration at the rear of the vehicle is usually caused by a: Damaged drive shaft. Missing drive shaft balance weight(s). Worn or out-of-balance wheels. Loose wheel lug nuts. Worn U-joint(s). Loose/broken springs. Damaged axle shaft bearing(s). Loose pinion gear nut. Excessive pinion yoke run out. Bent axle shaft(s). Check for loose or damaged front-end components or engine/transmission mounts. These components can contribute to what appears to be a rear end vibration. Do not overlook engine accessories, brackets and drive belts. All driveline components should be examined before starting any repair. DRIVELINE SNAP A snap or clunk noise when the vehicle is shifted into gear (or the clutch engaged), can be caused by: High engine idle speed. Transmission shift operation. Loose engine/transmission/transfer case mounts. Worn U-joints. Loose spring mounts. Loose pinion gear nut and yoke. Excessive ring gear backlash. Excessive side gear to case clearance. The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a hoist with the wheels free to rotate. Instruct the helper to shift the transmission into gear. Listen for the noise, a mechanics stethoscope is helpful in isolating the source of a noise.

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1996-2000 Hyundai ELANTRA AUTOMATIC TRANSAXLE DIAGNOSTIC TROUBLE CODES LIST

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Filed Under (Hyundai) by admin on 08-04-2011

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DESCRIPTION The following vehicles share common transaxle Diagnostic Trouble Codes (DTC): • 1996-2005 Accent • 1996-2000 Elantra • 1997-2001 Tiburon Elantra and Tiburon vehicles produced beginning 6/1/99 and 2000-2005 Accent vehicles use a valve body with six solenoids and have several new DTCs. DTC information can be found in the shop manuals, TSBs and Engine Fault Code Diagnostic Manual (OBDII Manual) listed below: DTC P0501 Vehicle speed sensor range DESCRIPTION P0703 Stop lamp switch – Open/short P0705 Range switch signal problem P0707 Range switch – open circuit P0708 Range switch – short circuit P0710 A/T fluid temperature sensor P0711 A/T temperature sensor – rational- ity check DTC P0712 A/T temperature sensor signal – open/short P0713 A/T temperature sensor signal – open/short P0717 No pulse generator A signal P0722 No pulse generator B signal P0727 Engine speed signal – open circuit DESCRIPTION P0731 1st gear incorrect ratio P0732 2nd gear incorrect ratio P0733 3rd gear incorrect ratio P0734 4th gear incorrect ratio P0740 Torque converter clutch control system problem P0741 Damper clutch stuck off P0742 Damper clutch stuck on P0743 Damper clutch control solenoid valve – open/short P0745 Pressure control solenoid valve A – open/short, TR-9 P0747 Pressure control solenoid valve – open P0748 Pressure control solenoid valve – short P0750 Shift control solenoid valve A – open/short P0752 Shift control solenoid valve A – open P0753 Shift control solenoid valve A – short P0755 Shift control solenoid valve B – open/short P0757 Shift control solenoid valve B – open P0758 Shift control solenoid valve B – short

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2006 Pontiac GTO Transmission Jumps Out of Gear

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Filed Under (Pontiac) by admin on 31-10-2010

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If the transmission jumps out of gear during deceleration, inspect the components that may allow for the gears or shafts to tip. If the gears or shafts tip, the synchronizer sleeve can disengage from the selector teeth on the speed gear. If the transmission jumps out of gear during acceleration, inspect the components that may not allow full engagement of the synchronizer sleeve to the selector teeth on the speed gear. Insufficient engagement of the selector teeth under torque may cause the transmission to jump out of gear. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. A static shift test is performed by shifting into all gear positions with the engine not operating. While performing the test, slowly move the shift lever. Feel for proper movement of the shift lever and transmission internal shift components. 4. A dynamic shift test is performed by shifting into all gear positions with the engine operating. Test for the correct mesh of the synchronizers sleeve and the speed gear selector teeth. Move the shift lever, and feel for the synchronizer sleeve to release from the gear, then let up on the clutch pedal. Depress the clutch pedal and move the shift lever to engage the gear again, to ensure full travel of the shift components. 5. This step inspects for worn or damaged transmission or engine mounts. Loose mounts may cause a shock on the transmission allowing for gear disengagement. 6. This step inspects for the misalignment of the torque tube to transmission. Misalignment may put a bind on the input shaft, allowing for the input shaft or the mainshaft to tip. 8. This step inspects the pilot bearing and the pilot bearing journal on the input shaft. A worn pilot bearing or input shaft may allow the input shaft to tip, causing gear disengagement.

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1998-2008 Volkswagen New Beetle Power Steering Gear Removal and Installation

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Filed Under (volkswagen) by admin on 20-03-2011

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Power Steering Gear Special tools, testers and auxiliary items required Hose clamps up to 25 mm dia. 3094 Torque wrench V.A.G 1331 Torque wrench V.A.G 1332 Engine/transmission jack V.A.G 1383 A with universal transmission support V.A.G 1359/2 Notes for repair work on power steering gear All work on the power steering must be carried out with utmost cleanliness. Thoroughly clean all connections and the surrounding area before disconnecting. If repairs will not be carried out immediately, place removed parts onto a clean surface and cover. Only use lint-free cloths. Only unpack replacement parts immediately prior to installation. Only use parts in their original packing. Removing Remove bolts – 1 – . Remove cover – A – . Remove bolt – 1 – from universal joint. Remove universal joint from steering gear. Clamp off hose from reservoir using hose clamps up to 25 mm dia. 3094 . Clamp off hose on power steering pump using hose clamps up to 25 mm dia. 3094 . Remove sound-deadening pan. Place drip tray underneath. . Press off tie rod from steering knuckle. A – Tie rod puller (standard), e.g. Kukko 128/2 Remove hose lines at steering gear and plug using a plastic bag and tape. Seal threaded holes on power steering gear using plastic screw plugs – 1 – and – 2 – . Remove bolts – 1 – and – 2 – . With TDI Engines Remove bracket for front exhaust pipe at subframe – arrows – and disengage. Continuation for All Support subframe using engine/transmission jack V.A.G 1383 A . Loosen bolts – 1 – . Remove bolts – 2 – and – 3 – . Lower subframe using engine/transmission jack V.A.G 1383 A . Remove bolts – 1 – for power steering gear. Remove power steering gear toward right. Installing Note: . Use new O-rings for hose/line connections. Coat seal on steering gear with lubricant, e.g. lubricating soap, before installing steering gear. After placing steering gear on to universal joint shaft, make sure that seal on steering gear makes contact on assembly plate without kinks and opening to footwell is correctly sealed. Ingress of water and/or noises may result otherwise. Make sure sealing surfaces are clean.

2000 Volkswagen Jetta Transmission, Disassembling And Assembling

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Filed Under (volkswagen) by admin on 27-10-2010

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1. 2. 3. 4. 5. 6. 1st gear 2nd gear 3rd gear 4th gear 5th gear Transmission housing Servicing. Refer to Case, M/T. 7. Selector mechanism (Selector forks) Disassembling and assembling. Refer to Shift Fork, M/T. 8. Input gear for 1st and reverse gear 9. Input shaft Disassembling and assembling. Refer to Input Shaft. 10. Output shaft Disassembling and assembling. Refer to Output Shaft, M/T. 11. Differential Disassembling and assembling. 12. Clutch housing Servicing. Assembly Overview I – Removing and installing cover for transmission housing and 5th gear. II – Disassembling and assembling transmission housing and shift mechanism. III – Disassembling and assembling input shaft, output shaft, differential and selector forks. Transmission Housing And 5Th Gear Cover, Removing And Installing Cover 1. Bolt, 10 Nm (7 ft. lbs.) For transmission housing cover 2. Transmission housing cover Note: If the transmission cover IS removed and reinstalled with the transmission installed, check oil level as follows: Fill with oil up to lower edge of filler hole and install filler plug. Start engine, engage gear and allow transmission to turn for approx. 2 minutes. Switch off engine and top up transmission oil to lower edge of filler hole again. 3. Gasket 4. Torx socket head bolt M10, 80 Nm (59 ft. lbs.) Bolt head holds dished washer in position 5. Dished washer Installing. Refer to Case, M/T. 6. Socket head bolt, 25 Nm (18 ft. lbs.) For pivot pin to transmission housing 7. Pivot pin 8. 5th gear selector fork Disassembling and assembling Adjusting. Refer to Case, M/T. 9. 5th gear operating sleeve Installation position. Adjusting. 10. Synchronizer hub with 5th gear and synchronizing ring Disassembling and assembling 11. Needle roller bearing 12. 5th gear Installation position.

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