We have the tools and experience to work on most heavy and medium-duty automated transmissions. In most cases, it’s best to send us the whole vehicle, unless you have the ability to diagnose the codes yourself, and you’re certain the problem lies within the transmission itself.
We can work on Fuller/Eaton Autoshift transmissions, Mack M-Drive and Volvo I-Shifts. If you do bring us the vehicle, please do not clear the codes. Those codes, even inactive ones, can help us diagnose the problem.
Call us at (562) 921-7754 to make an appointment.
The most common cause of failure for clutches, apart from ordinary wear and age, is operating the clutch out of adjustment. Pull-type clutches with mechanical linkage should always have some “free play” in the clutch pedal. That is, you should be able to depress the clutch pedal and inch or so before you feel resistance as it begins to disengage the clutch.
As a clutch wears, the throw out bearing gradually moved forward toward the clutch assembly, and this causes a slow decrease in free play.
Free play indicates that there is a gap between the throw out bearing and the clutch release fork
(which is attached to the clutch release linkage).Once the free play is gone, the clutch release
fork actually begins to prevent the clutch for fully engaging, as it is holding the throw out bearing back.
Eventually, as the free play goes away and the throw out bearing continues to try to move forward, the pressure on the clutch discs is decreased to the point that the clutch begins to
slip. Once the clutch begins slipping, it’s only a matter of time until the heat from the slippage
severely damages the clutch assembly.
A quick regular check for clutch pedal free play can avoid a costly repair down the road.
Fuller’s auto-shift transmissions are a boon to drivers but sometimes a headache for mechanics.
Auto-shift transmissions use what is essentially an ordinary manual transmission with an electric-motor-driven shifter assembly and an on-board electronic control unit (ECU).
Additionally, many have a second device that facilitates communication between the engine ECU and the transmission ECU.
Working on auto-shift transmissions requires extensive troubleshooting procedures before the mechanic begins changing parts, and we often see some new parts on auto-shifts that have made it to our shop after the regular mechanic gives up.
Very often, we’ll find that the mechanic replaced the ECU, the X-Y shifter and sometimes the shifter assembly in the cab, even though the troubleshooting procedures indicate there’s nothing wrong with these parts.
Often the real problem is a bad wiring harness or sensors or worn parts in the transmission.
The other common problem is that the complaint the driver is reporting doesn’t happen consistently. Perhaps it only happens once or twice per week or per month. This makes it difficult to know if the problem has been identified and repaired.
A dragging clutch can cause all kinds of problems, especially in a mid-range truck with a synchronized transmission. But what’s the easiest way to know if a clutch is not disengaging all the way?
The simplest method is to start the truck with the clutch depressed and the transmission in gear — make sure there’s plenty of space both ahead of you and behind you! If the truck lurches when you try to start it, you probably have a sticking clutch.
If the truck doesn’t lurch, put the gear shift lever in neutral with the clutch depressed and shift the transmission into neutral. Do you hear grinding? Do you have toruble getting the transmission into reverse? Then you probably have a clutch that is hanging up.
If the gear shift lever goes into reverse easily or you just hear a quick “chirp,” then the clutch is probably working properly.