Question:

# Where is the transmission dipstick on a 2002 Ford Explorer?

## There is no transmission dipstick. In order to service the trans fluid level, you have to raise the vehicle, and the vehicle MORE?

A dipstick is one of several measurement devices. Some dipsticks are dipped into a liquid to perform a chemical test or to provide a measure of quantity of the liquid. Since the late 20th century, a flatness/levelness measuring device trademarked "Dipstick" has been used to produce concrete and pavement surface profiles and to help establish profile measurement standards in the concrete floor and paving industries. A testing dipstick is usually made of paper or cardboard and is impregnated with reagents that indicate some feature of the liquid by changing color. In medicine, dipsticks can be used to test for a variety of liquids for the presence of a given substance, known as an analyte. For example, urine dipsticks are used to test urine samples for haemoglobin, nitrite (produced by bacteria in a urinary tract infection), protein, Nitrocellulose, glucose and occasionally urobilinogen or ketones. They are usually brightly coloured, and extremely rough to touch. Dipsticks can also be used to measure the quantity of liquid in an otherwise inaccessible space, by inserting and removing the stick and then checking the extent of it covered by the liquid. The most familiar example is the oil level dipstick found on most internal combustion engines. Other kinds of dipsticks are used to measure everything from fuel levels to the amount of beer left in an ale cask (Firkin). "Dipstick" is the trade name of a profiling device manufactured by Face Construction Technologies of Norfolk, Virginia USA. The instrument is used in 63 countries on six continents to measure the flatness and levelness of concrete floor slabs and pavements. The Dipstick measures concrete floor slab flatness/levelness in terms of Face Floor Profile Numbers ("F-Numbers"), a profile measurement system adopted in 1990 by the American Concrete Institute. F-Number measurement procedures were established by ASTM Standard E1155. The instrument also measures TR-34 Free Movement (FM); TR-34 Defined Movement (DM); Gap under Sliding Unleveled Straightedge; Gap under Rolling Straightedge; and DIN 18202. The U.S. Federal Highway Administration (FHWA) and the World Bank (with its International Roughness Index... or "IRI") have established measurement procedures using Dipstick profiler data. The American Association of State Highway and Transportation Officials (AASHTO) has established its Standard R 41 (most recently published as R 41-05 (2010)) to, "... manually collect precision profile data utilizing the Face Technologies Dipstick. The dipstick measures profiles (relative elevation differences) at a rate and accuracy greater than traditional rod and level surveys. Procedures for measuring both longitudinal and transverse profiles are described." The Dipstick, with a reported accuracy of .01 mm ( 0.0004 inches), is also the most widely used and accepted Class 1 profiler for the purposes of calibrating other profilers. Dipstick was used to obtain data that were used as ground truth in FHWA evaluations of the repeatability of IRI values as measured by other profilers and in Long-Term Pavement Performance (LTTP) studies conducted by several states. The instrument was similarly used to produce reference measurements by the World Road Association (PIARC) in its 1998 "International Experiment to Harmonise Longitudinal and Transverse Profile Measurement and Reporting Procedures." The PIARC experiment was conducted in the USA, Japan, Holland and Germany and included IRI values from airport runways and super highways to rough unpaved roads. The word "dipstick" is also sometimes used as a slang term to refer to either the penis or, more commonly, a stupid person.][
In modern usage, a torque converter is generally a type of fluid coupling (but also being able to multiply torque) that is used to transfer rotating power from a prime mover, such as an internal combustion engine or electric motor, to a rotating driven load. The torque converter normally takes the place of a mechanical clutch in a vehicle with an automatic transmission, allowing the load to be separated from the power source. It is usually located between the engine's flexplate and the transmission. The key characteristic of a torque converter is its ability to multiply torque when there is a substantial difference between input and output rotational speed, thus providing the equivalent of a reduction gear. Some of these devices are also equipped with a temporary locking mechanism which rigidly binds the engine to the transmission when their speeds are nearly equal, to avoid slippage and a resulting loss of efficiency. By far the most common form of torque converter in automobile transmissions is the device described here. However, in the 1920s there was also the pendulum-based Constantinesco torque converter. There are also mechanical designs for continuously variable transmissions and these also have the ability to multiply torque, e.g. the Variomatic with expanding pulleys and a belt drive. A fluid coupling is a two element drive that is incapable of multiplying torque, while a torque converter has at least one extra element—the stator—which alters the drive's characteristics during periods of high slippage, producing an increase in output torque. In a torque converter there are at least three rotating elements: the impeller, which is mechanically driven by the prime mover; the turbine, which drives the load; and the stator, which is interposed between the impeller and turbine so that it can alter oil flow returning from the turbine to the impeller. The classic torque converter design dictates that the stator be prevented from rotating under any condition, hence the term stator. In practice, however, the stator is mounted on an overrunning clutch, which prevents the stator from counter-rotating with respect to the prime mover but allows forward rotation. Modifications to the basic three element design have been periodically incorporated, especially in applications where higher than normal torque multiplication is required. Most commonly, these have taken the form of multiple turbines and stators, each set being designed to produce differing amounts of torque multiplication. For example, the Buick Dynaflow automatic transmission was a non-shifting design and, under normal conditions, relied solely upon the converter to multiply torque. The Dynaflow used a five element converter to produce the wide range of torque multiplication needed to propel a heavy vehicle. Although not strictly a part of classic torque converter design, many automotive converters include a lock-up clutch to improve cruising power transmission efficiency and reduce heat. The application of the clutch locks the turbine to the impeller, causing all power transmission to be mechanical, thus eliminating losses associated with fluid drive. A torque converter has three stages of operation: The key to the torque converter's ability to multiply torque lies in the stator. In the classic fluid coupling design, periods of high slippage cause the fluid flow returning from the turbine to the impeller to oppose the direction of impeller rotation, leading to a significant loss of efficiency and the generation of considerable waste heat. Under the same condition in a torque converter, the returning fluid will be redirected by the stator so that it aids the rotation of the impeller, instead of impeding it. The result is that much of the energy in the returning fluid is recovered and added to the energy being applied to the impeller by the prime mover. This action causes a substantial increase in the mass of fluid being directed to the turbine, producing an increase in output torque. Since the returning fluid is initially traveling in a direction opposite to impeller rotation, the stator will likewise attempt to counter-rotate as it forces the fluid to change direction, an effect that is prevented by the one-way stator clutch. Unlike the radially straight blades used in a plain fluid coupling, a torque converter's turbine and stator use angled and curved blades. The blade shape of the stator is what alters the path of the fluid, forcing it to coincide with the impeller rotation. The matching curve of the turbine blades helps to correctly direct the returning fluid to the stator so the latter can do its job. The shape of the blades is important as minor variations can result in significant changes to the converter's performance. During the stall and acceleration phases, in which torque multiplication occurs, the stator remains stationary due to the action of its one-way clutch. However, as the torque converter approaches the coupling phase, the energy and volume of the fluid returning from the turbine will gradually decrease, causing pressure on the stator to likewise decrease. Once in the coupling phase, the returning fluid will reverse direction and now rotate in the direction of the impeller and turbine, an effect which will attempt to forward-rotate the stator. At this point, the stator clutch will release and the impeller, turbine and stator will all (more or less) turn as a unit. Unavoidably, some of the fluid's kinetic energy will be lost due to friction and turbulence, causing the converter to generate waste heat (dissipated in many applications by water cooling). This effect, often referred to as pumping loss, will be most pronounced at or near stall conditions. In modern designs, the blade geometry minimizes oil velocity at low impeller speeds, which allows the turbine to be stalled for long periods with little danger of overheating. A torque converter cannot achieve 100 percent coupling efficiency. The classic three element torque converter has an efficiency curve that resembles ∩: zero efficiency at stall, generally increasing efficiency during the acceleration phase and low efficiency in the coupling phase. The loss of efficiency as the converter enters the coupling phase is a result of the turbulence and fluid flow interference generated by the stator, and as previously mentioned, is commonly overcome by mounting the stator on a one-way clutch. Even with the benefit of the one-way stator clutch, a converter cannot achieve the same level of efficiency in the coupling phase as an equivalently sized fluid coupling. Some loss is due to the presence of the stator (even though rotating as part of the assembly), as it always generates some power-absorbing turbulence. Most of the loss, however, is caused by the curved and angled turbine blades, which do not absorb kinetic energy from the fluid mass as well as radially straight blades. Since the turbine blade geometry is a crucial factor in the converter's ability to multiply torque, trade-offs between torque multiplication and coupling efficiency are inevitable. In automotive applications, where steady improvements in fuel economy have been mandated by market forces and government edict, the nearly universal use of a lock-up clutch has helped to eliminate the converter from the efficiency equation during cruising operation. The maximum amount of torque multiplication produced by a converter is highly dependent on the size and geometry of the turbine and stator blades, and is generated only when the converter is at or near the stall phase of operation. Typical stall torque multiplication ratios range from 1.8:1 to 2.5:1 for most automotive applications (although multi-element designs as used in the Buick Dynaflow and Chevrolet Turboglide could produce more). Specialized converters designed for industrial, rail, or heavy marine power transmission systems are capable of as much as 5.0:1 multiplication. Generally speaking, there is a trade-off between maximum torque multiplication and efficiency—high stall ratio converters tend to be relatively inefficient below the coupling speed, whereas low stall ratio converters tend to provide less possible torque multiplication. While torque multiplication increases the torque delivered to the turbine output shaft, it also increases the slippage within the converter, raising the temperature of the fluid and reducing overall efficiency. For this reason, the characteristics of the torque converter must be carefully matched to the torque curve of the power source and the intended application. Changing the blade geometry of the stator and/or turbine will change the torque-stall characteristics, as well as the overall efficiency of the unit. For example, drag racing automatic transmissions often use converters modified to produce high stall speeds to improve off-the-line torque, and to get into the power band of the engine more quickly. Highway vehicles generally use lower stall torque converters to limit heat production, and provide a more firm feeling to the vehicle's characteristics. A design feature once found in some General Motors automatic transmissions was the variable-pitch stator, in which the blades' angle of attack could be varied in response to changes in engine speed and load. The effect of this was to vary the amount of torque multiplication produced by the converter. At the normal angle of attack, the stator caused the converter to produce a moderate amount of multiplication but with a higher level of efficiency. If the driver abruptly opened the throttle, a valve would switch the stator pitch to a different angle of attack, increasing torque multiplication at the expense of efficiency. Some torque converters use multiple stators and/or multiple turbines to provide a wider range of torque multiplication. Such multiple-element converters are more common in industrial environments than in automotive transmissions, but automotive applications such as Buick's Triple Turbine Dynaflow and Chevrolet's Turboglide also existed. The Buick Dyna flow utilized the torque-multiplying characteristics of its planetary gear set in conjunction with the torque converter for low gear and bypassed the first turbine, using only the second turbine as vehicle speed increased. The unavoidable trade-off with this arrangement was low efficiency and eventually these transmissions were discontinued in favor of the more efficient three speed units with a conventional three element torque converter. As described above, impelling losses within the torque converter reduce efficiency and generate waste heat. In modern automotive applications, this problem is commonly avoided by use of a lock-up clutch that physically links the impeller and turbine, effectively changing the converter into a purely mechanical coupling. The result is no slippage, and virtually no power loss. The first automotive application of the lock-up principle was Packard's Ultramatic transmission, introduced in 1949, which locked up the converter at cruising speeds, unlocking when the throttle was floored for quick acceleration or as the vehicle slowed down. This feature was also present in some Borg-Warner transmissions produced during the 1950s. It fell out of favor in subsequent years due to its extra complexity and cost. In the late 1970s lock-up clutches started to reappear in response to demands for improved fuel economy, and are now nearly universal in automotive applications. As with a basic fluid coupling the theoretical torque capacity of a converter is proportional to $r\,N^2D^5$, where $r$ is the mass density of the fluid (kg/m³), $N$ is the impeller speed (rpm), and $D$ is the diameter(m). In practice, the maximum torque capacity is limited by the mechanical characteristics of the materials used in the converter's components, as well as the ability of the converter to dissipate heat (often through water cooling). As an aid to strength, reliability and economy of production, most automotive converter housings are of welded construction. Industrial units are usually assembled with bolted housings, a design feature that eases the process of inspection and repair, but adds to the cost of producing the converter. In high performance, racing and heavy duty commercial converters, the pump and turbine may be further strengthened by a process called furnace brazing, in which molten brass is drawn into seams and joints to produce a stronger bond between the blades, hubs and annular ring(s). Because the furnace brazing process creates a small radius at the point where a blade meets with a hub or annular ring, a theoretical decrease in turbulence will occur, resulting in a corresponding increase in efficiency. Overloading a converter can result in several failure modes, some of them potentially dangerous in nature:
Automatic transmission fluid (ATF) is the fluid used in vehicles with self shifting or automatic transmissions. It is typically colored red or green to distinguish it from motor oil and other fluids in the vehicle. On most vehicles its level is checked by a dipstick while the engine is running. The fluid is a highly specialized oil optimized for the special requirements of a transmission, such as valve operation, brake band friction and the torque converter as well as gear lubrication. ATF is also used as a hydraulic fluid in some power assisted steering systems, as a lubricant in some 4WD transfer cases, and in some modern manual transmissions. Modern ATF typically contains a wide variety of chemical compounds intended to provide the required properties of a particular ATF specification. Most ATFs contain some combination of additives that improve lubricating qualities, such as anti-wear additives, rust and corrosion inhibitors, detergents, dispersants and surfactants (which protect and clean metal surfaces); kinematic viscosity and viscosity index improvers and modifiers, seal swell additives and agents (which extend the rotational speed range and temperature range of the additives' application); anti-foam additives and anti-oxidation compounds to inhibit oxidation and "boil-off" (which extends the life of the additives' application); cold-flow improvers, high-temperature thickeners, gasket conditioners, pour point depressant and petroleum dye. All ATFs contain friction modifiers, except for those ATFs specified for some Ford transmissions and the John Deere J-21A specification; the Ford ESP (or ESW) - M2C-33 F specification Type F ATF (Ford-O-Matic) and Ford ESP (or ESW) - M2C-33 G specification Type G ATF (1980s Ford Europe and Japan) specifically excludes the addition of friction modifiers. According to the same leading oil distributor, the M2C-33 G specification requires fluids which provide improved shear resistance and oxidation protection, better low-temperature fluidity, better EP (extreme pressure) properties and additional seal tests over and above M2C-33 F quality fluids. There are many specifications for ATF, such as the DEXRON and MERCON series, and the vehicle manufacturer will identify the ATF specification appropriate for each vehicle. The vehicle's owner's manual will typically list the ATF specification(s) that are recommended by the manufacturer. Automatic transmission fluids have many performance-enhancing chemicals added to the fluid to meet the demands of each transmission. Some ATF specifications are open to competing brands, such as the common DEXRON specification, where different manufacturers use different chemicals to meet the same performance specification. These products are sold under license from the OEM responsible for establishing the specification. Some vehicle manufacturers will require "genuine" or Original Equipment Manufacturer (OEM) ATF. Most ATF formulations are open 3rd party licensing, and certification by the automobile manufacturer. Current OEM formulations are made from synthetic base stocks. Each manufacturer has specific ATF requirements. Incorrect transmission fluid may result in transmission malfunction or severe damage. Synthetic ATF is available on aftermarket brands, offering better performance and service life for certain applications (such as frequent trailer towing). The use of a lint free white rag to wipe the dipstick on automatic transmissions is advised so that the color of the fluid can be checked. Dark brown or black ATF can be an indicator of a transmission problem, vehicle abuse, or fluid that has far exceeded its useful life. Overused ATF often has reduced lubrication properties and abrasive friction materials (from clutches and brake bands) suspended in it; failure to replace such fluid will accelerate transmission wear and could eventually ruin an otherwise healthy transmission.][ However color alone is not a completely reliable indication of the service life of an ATF as most ATF products will darken with use. The manufacturer's recommended service interval is a more reliable measure of ATF life. In the absence of service or repair records, fluid color is a common means of gauging ATF service life. Continuously variable and dual-clutch transmissions use specialized fluid. In the 1950s, 1960s, and 1970s, ATF contained whale oil as a friction modifier. But since whale oil would break down at higher temperatures, cars produced in the 1970s and later would not be able to use whale oil because of the higher engine coolant temperatures employed to reduce emissions and save fuel. A moratorium on whale oil at that time prevented the continued production of older ATF such as the original DEXRON formulation (Type B), and the Type A which preceded it. General Motors began marketing Dexron II Type C and later Dexron II Type D to replace the fluids which were made from whale oil. Through the late 1970s, Ford transmissions were factory filled with a fluid identified as ESW M2C33-F. To provide a fluid that would be available to the general public for service fill, oil companies and other than factory fill suppliers were allowed to develop fluids meeting the ESW M2C33-F specification and market these fluids under their own brand names but identified as Type F. A second generation of transmission fluid was released in 1974 as the factory fill specification, ESW M2C138-CJ. This fluid was developed to modify the vehicle shifting characteristics and to provide considerable improvement in the oxidation resistance and anti-wear performance. No service fluids were developed and for a short time, DEXRON fluids approved by General Motors were considered acceptable. With continuing changes and improvements in transmission design, a centrifugal lock-up torque converter clutch was introduced into the C5 transmission to smooth engine vibrations sensed by the occupant of the vehicle. An associated shudder problem forced the introduction of the factory fill specification ESP M2C166-H. Servicing transmissions with DEXRON fluids was unacceptable since not all DEXRON fluids were capable of eliminating the shudder phenomenon. The fluids that could be used were a subset of the DEXRON fluids. The advent of Type H as factory fill necessitated the development of a service fluid specification to match the performance expected from Type H. This resulted in the release of the MERCON specification in 1987. The MERCON specification requires information on the following: One major revision occurred in September 1992 when low temperature viscosity requirements, volatility requirements, viscosity change limits after high temperature exposure and improved oxidation limits were introduced. These changes raised the performance of MERCON fluids above ESP M2C166-H levels. The development of modulating and continuous slipping clutch converters has prompted the need to develop the MERCON V specification. Included are requirements to verify the anti-wear capabilities and anti-shudder characteristics of the fluid. The Mercon V specification was further modified some time prior to 2007 to make it backward compatible with Mercon. Ford has / is terminating all license agreements for the manufacture and sale of Mercon in favor of Mercon V. See http://www.imakenews.com/lng/e_article000564317.cfm?x=b79gdNq,b2W5q9fm,w for additional details.
The Ford Fox platform is a rear wheel drive, unitized-chassis, automobile architecture used by Ford Motor Company in North America. Introduced for the 1978 model year, it would go on to be produced until 1993 in its original version; a substantial redesign of the Ford Mustang in 1994 extended its life another 11 years. Designed to be relatively lightweight and simple, in keeping with the general downsizing of Detroit designs in the late 1970s, the Fox platform served as a replacement for many models derived from the original Ford Falcon (dating from 1960). The Ford Fairmont and Mercury Zephyr were introduced as the replacements for the Ford Maverick and Mercury Comet. Eventually, thirteen distinct Ford models in several market segments would be built off it, with multiple bodystyles and powertrains. As downsizing became more common in the American automotive industry in the late 1970s and early 1980s, the Fox platform was used for many nameplates that underwent downsizing. As the industry shifted to front-wheel drive, the Fox platform was used less for family cars and more for sporty cars; from 1989 to 1993, it was used exclusively by the Mustang. The Fox platform, like most compact and mid-size cars of the late 1970s, was designed with a rear-wheel drive layout. In contrast to the full-size Fords and Mercurys of the time, the Fox platform used unibody construction. Due to the wide variety of cars using the Fox platform from its introduction, it was designed to accommodate 4-cylinder (naturally aspirated and turbocharged), inline-6, V6, and V8 engines. During the 1980s, the Fox platform would be adapted for the use of diesel engines. In 1983, the Fox platform was involved in a major shift of the Ford, Mercury, and Lincoln product ranges. The 1980 redesign of the Ford Granada, Ford Thunderbird, and Mercury Cougar had been poorly received by buyers; due to popular demand, Ford had also reversed its decision to discontinue its full-size, rear-wheel drive cars in the early 1980s. To rectify this, the midsize car range was facelifted. In an act of downsizing, the base model of the full-size model range became a midsize car while the upper-trim car became the sole full-size car. The Ford LTD replaced the Granada while the Marquis replaced the Cougar sedan and wagon. In addition, the Fox platform became the home of the Lincoln Continental (both replacing the Versailles and splitting it from the Town Car). Returning solely to the personal-luxury segment, the Thunderbird and Cougar personal-luxury coupes were redesigned for 1983, becoming the first aerodynamic-bodied Fords. The introductory Ford Fairmont and Mercury Zephyr were discontinued at the end of the model year and replaced by the front-wheel drive 1984 Ford Tempo and Mercury Topaz. Their replacement was part of a growing trend among American car manufacturers towards the adoption of front-wheel drive; most Fox-platform cars either adopted front-wheel drive or were eventually discontinued. After the 1989 redesign of the Ford Thunderbird and Mercury Cougar, the Fox platform had been pared down to two models: the Ford Mustang and the Lincoln Continental Mark VII. The Fox-platform Ford Mustang was redesigned for the 1994 model year under the body family program code name Fox-4. This version was wider and approximately 60% of the parts were redesigned. The SN-95 platform finally ended production with the last 2004 Mustang. This platform was replaced for the 2005 Mustang (code named S-197), with the new Ford D2C platform.
The Volkswagen 01M transmission is an electronic/ hydraulic four-speed automatic transmission, developed in-house by Volkswagen, and deployed in Cabrio, Jetta, Golf, GTI, New Beetle manufactured between 1995 through 2005, and transverse engine Passats manufactured between 1995 through 1997. It is an electronically controlled transmission with a lockup torque converter, using planetary gears, clutch packs, and a gear-driven final drive with an open-differential. There is no chain inside this transmission. It does not have provision for a dipstick. VW determined that a dipstick and fill might invite owners to introduce incorrect or inferior fluid. More information on design and function can be found in VW's publications, mechanic's Self Study Programs SSP112 for early versions for the 92-94 096 (predecessor to the O1M), or SSP172 for 01M from 95-06. Better to find one in your language on ebay or an online pdf file. Some areas of failure on this transmission include damage to plastic internals due to fluid over-temperature conditions, internal fluid pressure leaks from torn piston diaphragms, worn piston bores for solenoids in aluminum valve body, and the resulting worn clutches and bands. Occasionally, the plastic speedometer drive gear will break and fall off of the differential carrier and the speedometer will stop working. To repair this, the transmission must be removed and the differential disassembled far enough to replace the plastic gear. With age, the resistance in the wiring and/or electrical terminals between the valve body and transmission controller can increase. The additional resistance may prevent the computer from reading the faint pulses from the transmission speed sensors. Any missing sensor signal causes the transmission to go to "fail safe" mode. This mode keeps the transmission in third gear and the gear indicator in the instrument panel indicates all gears are selected simultaneously. If replacing this transmission with a new or used transmission, pay special attention to the transmission code. The code is a three character code stamped in a pad just above the starter flange. This transmission was available in several gear ratios for different engines and vehicles, so it's important to get a transmission with the same code or another code KNOWN to be the same gear ratios. If the gear ratios are not the same the transmission controller will assume the transmission is slipping and go into fail safe mode. To find which transmission codes share gear ratios with your transmission, use this link zelek.com Some new transmissions are still available through The The Parts Place in Auburn Hills, MI, and the network of dealers for Overland Parts in Gilroy, CA The 01M transmission is a specialized transmission used only on Volkswagen vehicles. As a result, most local transmission shops or national chains won't have specific training, knowledge and equipment to test and re-machine vital parts of this transmission. This may result in several teardowns under warranty to get an acceptable result, if possible at all. There are specialists who rebuild many 01M transmissions and can stand behind their work. Two such regional rebuilders are European Transmissions located North of Atlanta, GA, and German Transaxle located in Bend, OR. Both are capable shops with excellent reputations. Always check with The Better Business Bureau to be sure a company is maintaining their reputation. European Transmissions in Georgia also provides parts for rebuilders and limited tech support for experienced rebuilders. The correct fluid is a synthetic mineral oil, such as Pentosin ATF-1 or Volkswagen G 052 162 A2. The transmission fluid is checked from underneath the vehicle while running and must be completed before the transmission warms up beyond 85 degrees Fahrenheit. Once running, the fill screw on the bottom of the transmission oil pan is removed with a 5mm allen wrench. Some fluid will drip out whether oil level is full or low. There is a plastic stack in the hole, similar to a chimney, which keeps all the fluid from running out. This stack maintains the proper level at the proper temperature. The stack can be removed with a 6mm allen wrench to drain all the fluid from the pan, if so desired. If a steady stream of fluid does not run out the bottom hole when the temperature of the transmission is very near 85 degr F, fill the transmission with specified fluid through the filler neck located on the front of the transmission just above the oil pan. Fill until fluid is observed running out the hole in the bottom. Install drain and fill plugs and the transmission is filled. This transmission has a separate oil for the differential in the transmission, so there are two fluid levels to check. The differential fluid is checked by unscrewing the speed sensor gear assembly and use it as a dipstick. The speed sensor gear assembly is located on top of the transmission just above the right inner CV joint. Differential is emptied by removing the steel plate on the rear of the transmission or by vacuum extraction through the speed sensor hole. Vacuum extraction is the more attractive option since a paper gasket seals the steel cover and access is very difficult. Filling is through the speed sensor hole. Differential oil capacity is about 1 liter. An acceptable differential oil is Redline synthetic MT-90 75W90 gear oil. Be very careful not to introduce sand or dust into the differential, as the differential has no way to filter its' oil. The shifting of this transmission is controlled by the Transmission Control Module, or TCM. This computer uses "fuzzy logic" to learn the driving habits of the driver in order to anticipate what to do next. If two or more drivers with different driving styles have been driving the car, the TCM may become "confused" and start acting goofy. Such goofy behavior may manifest in hard shifting, slipping, trouble getting in gear at idle, etc. A quick fix is to reset the "fuzzy logic" by performing the following: Sitting in the driver's seat turn the ignition on without starting the car. Immediately put the accelerator to the floor. Count to five seconds. Release the pedal. Turn the key off then immediately start the engine. If your problem is from a confused TCM, this will solve the problem. This will not reset trouble codes in the computer. That must be done with the proper OBDII scan tool such as http://ross-tech.com or the VAG 5052 tool at the VW dealer. The transmission computer is located under the back seat on Volkswagen Golf Mk3 /Jetta/Passat models, under the right side dashboard cover on Volkswagen New Beetle models, and in the wiper area plenum on other Volkswagen Golf Mk4/Jetta models. Before the 01M transmission, VW produced the 096 four-speed for Mk3 Golf/Jetta cars from 1992-1994. These cars will have a SPORT/ECONOMY switch near the shifter or on the dashboard to alter the shift points. Some of the 096 parts were held over for the 01M transmission, such as oil filter, oil pan, filler tube, gaskets, speedometer gears, skid plate, etc. These transmissions have different torque converters and many other internal parts that are not interchangeable. The 01M production ended with the last of the Mk4 body style Golf in 2006. It was succeeded by an Aisin designed 5-speed automatic (09A) Tiptronic, and later 6-speed automatic (09G) Tiptronic transmission in New Beetle Convertibles, as well as a Direct-Shift Gearbox (DSG) based dual clutch transmission in recent models of the above cars. The DSG does not have a torque converter, and is more akin to a pair of manual transmissions within a single housing.
Aisin Seiki is a major][ manufacturer of automobile transmissions. Aisin automatic transmissions are manufactured by Aisin Seiki and Aisin AW, formerly known as Aisin-Warner, and which was established in 1969 as a joint venture between Aisin Seiki and BorgWarner. The joint venture terminated in 1987. While Aisin Seiki manufactures a variety of automotive components including automatic transmissions for heavy duty vehicle applications, Aisin AW manufactures automatic transmissions for light vehicle applications, including hybrid electric vehicle powertrains, as well as NAV Radio. As of 2005, Aisin AW surpassed General Motors Powertrain Division as the largest producer of automatic transmissions in the world, producing 4.9 million units, with a market share of 16.4% of the global market for automatics.][ Toyota Motor Corporation and Aisin Seiki are the two major shareholders of Aisin AW, with 51.9% and 42% respectively.][ Aisin AW, which was set up to be the sole source of RWD automatic transmissions to Toyota, subsequently developed FWD/AWD automatic transmissions. Aisin, as one of the major Toyota group suppliers, shares many designs and development activities with Toyota. See Toyota A transmission for a complete list of Toyota/Aisin models. Aisin AW supplies automatic transmissions to 55 automotive manufacturers around the world, virtually every major OEM. These include General Motors, Ford, Mitsubishi, Nissan, Porsche, Saab, Audi, VW, Volvo, Hyundai among others. Aisin manual and semi-automatic transmissions are manufactured by Aisin AI. TOYOTA PICKUP STANDARD TRANSMISSIONS (ALL AISIN) TOYOTA PICKUP AUTOMATIC TRANSMISSIONS (ALL AISIN)
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