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Thread: Toyota Vitz K410 Series CVT Transmission Valve Body Servicings

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    Default Toyota Vitz K410 Series CVT Transmission Valve Body Servicings

    Hi every one well i was quite busy for past few days so was inactive on the forum.
    As I Promised to some fellow members to start a new Thread related to Automatic Transmissions Valve body assy services. So Here we are.

    Today I will share and discuss the problem's and their related repair procedures in common Toyota CVT Transmissions. Which some time can be fatal for the transmission itself and can cause severe drive ability problems and ends up in complete transmission failure.

    Many of the people here just go for the routine maintenance and change their vehicle basic lube's i.e Engine oil, Transmission oil , CVT Transmission Oils.
    And think they had done their best to prevent the damages which can occur due to overclocked mileage interval oil change's and are on safe side.

    Which is quite practical for daily routine lay man's terms.

    \But these vehicle's which had CVT Transmissions installed in them requires more sophisticated diagnosis and comprehensive testings. Which shows us the actual health of these CVT Transmissions before doing any sort of Maintenance like Fluid Replacement or any sort of Calibration (Pressure Calibration).
    These Testing's include's the on board CVT Fluid pressure monitoring and Fluid temperature Monitoring.
    Which shows us the actual health and transmission performance values.

    The question arouse in mind of a common person is. how can we test them?
    a:
    Should we install a pressure gauge or some thing like that to monitor the Oil Pressure like the old conventional Toyota / Lexus Transmission's?
    b:
    Or we install a temperature Gauge in between the Oil Pressure line to monitor the Temperature Values like the old Toyota/ Lexus Transmission's which dont had these sensors aboard on them.?

    The answer is a simple NO. Because these New Gen Vehicles had on board Oil Pressure Sensor's, and fluid Temperature Sensors. Whom Values can Easily be monitored through Compatible Scan Equipment's and Also the Testings can be done to evaluate the transmission health and performance check's.

    Now coming back to our topic
    It is necessary to observe these 2 readings before any of the maintenance like Transmission Fluid Replacement is carried out.

    The first one is the Oil Temperature.

    Usually When we drive a Vehicle the oil temperature raises according to the Driving Conditions. If More Load is carried on the vehicle ( If Vehicle is driven at WOT or aggressively) the temperature of Trans Fluids raises and at the same end it does cools down with the help of the ATF Cooler which are of 2 types 1:Water to Oil. Or 2nd:Air to Oil or in some cases Both of the Methods are adopted to keep the fluid temperature as low as possible because as the temperature of the fluid raises more past then the 100 C it start's to loose its strength and lubrication power and can damage the Transmission due to over heating and non lubrication.( depends upon the Fluid Type ) .

    So if we drive the same vehicle normally with partial Load Driving. The Fluid Temperature stays in normal range which can be different for different Vehicle's Make and Climatic condition's. So by observing the Fluid temperature on idle we can determine the actual condition and health of the transmission.
    If the temperature is abnormal like on higher side then there must be some thing wrong which is causing the temperature to stay at higher range's.
    and we had to trace up the cause of the higher temperature's.
    Some time it can be raised due to Faulty Oil Cooler or restriction in oil cooler tube's or circuit.

    And it also can be due to Low Oil Pressure.

    Because there is an Oil to Cooler By pass valve in the Transmission Valve Body assy which opens at different oil pressure configuration and let the Oil Pass Through it to be cooled down for further use.

    Now we will walk through the basic Oil Pressure system and its Major key role in ATM and CVT Transmissions.
    The Cvt and every ATM Transmissions runs on Fluid pressure. By variating the pressure the transmission can change the Gear Ratio's and the vehicle is moved in forward or reverse direction.

    If the Fluid pressure Drop's below the certain normal point which is mentioned by the manufacturer than the vehicle had very huge lags and difficulty to move in any direction. Hence results in complete Transmission Failure.

    The Problem now a days arouse in local Toyota CVT equipped vehicles in (Toyota Vitz, Axio , Fielder and other Toyota CVT Equipped vehicles).

    now a days starts from minor drive ability problem which starts from Minor Engine Braking effect when driving below 40 KM/H if the Throttle pedal is released the transmission starts to brake immediately and lower down the speed.

    Which is quite abnormal for these cvts. This problem starts when the CVT Fluid starts to deteriorate and become unusable.

    But unfortunately the driver is unable to determine the signs And keep on driving and follows the strict oil change interval ranging from 30K to 40K.
    The end result is the CVT Fluid is unable to keep the Pressure maintained and the Start clutch & Braking Clutch's Packs and CVT Drive Belts starts to wear out.
    The debris from them is usually collected on the Oil Pan Catch Magnets which catches the small Microscopic and larger Metallic particle's along with Clutch pack's small particle's which are not metallic in nature.
    Then there is a time when the pan magnets cannot Catch those small Clutch pack particles and those particles passes through the Main Strainer aka( Transmission Filter) and passes through it hence clogging the sophisticated internal mechanism of Valve body assy which is the brain of the transmission and is responsible for the major Gear shifting , Pressure variation , and coasting and torque converter lockup operation and many more.
    hence that residue jams the movement of those valve's which had very low clearance in between them and the valve Body Walls.
    Blocking the movement and the end result's start's from the A/T oil pressure decreasing down which more decreases by the time and quantity of residue form inside which blocks the passages become more and more dense. As we know that the the A/T and CVT Transmissions are depending upon the Hydraulic Oil Pressure. when the oil pressure decreases the internal parts of the transmission starts to wear out more quickly than normal conditions and resulting in poor performance and some time fatal transmission failure's.

    If we by the time when the residue is formed in the Transmission valve body assy Change / Replace the Oil i.e CVT or A/T transmission fluid it doesn't help to make the situation better and doesn't increases the Oil pressure as the main mechanism is blocked with the residue in the Valve body assy.
    Hence we will see the Wear particles in the Oil Pan Catch magnets after few hundred kilometers of oil change which indicates us about the wear problem still exists and is unresolved and the transmission still suffers from excessive wear.
    So Always inspect these pan catch magnets before performing any kind of maintenance job in these vehicle's first of all hook up the Scan equipment and see the readings of Oil Pressure and Oil Temperature's and observe them to find the health of your vehicle Transmission.
    There are some Active testings features in scan equipment's which can test the oil pressure both on higher end and on lower end on idling speed to determine whether the oil pressure is in normal range or not.

    As I am working on the toyota vehicles for so many years these are my findings which i am mentioning below that how I deal with them when I encounter these problem's and how I perform the repair service.

    NOTE:
    Please note that these sophisticated Transmission services are not meant for a DIY( Do It Yourself) Project or for Untrained Personals. If done Improperly it can result's in complete transmission Failure. And most of the time 10 Out of 9 vehicle's transmissions Fails due to improper Trained personals which I had observed personally in the Local market.
    Another thing the Local Toyota Dealer ships are also not providing these repair services and avoiding these CVT general Maintenance Jobs. so beware of the consequences and do not attempt to service it from untrained mechanics or personals.



    Here we are with the vehicle it is Toyota Vitz 2012 KSP130 series equipped with 1KR-FE along with K410 CVT Transmission.

    Upon diagnostic and routine Scan job we find that the A/T Oil Pressure was not in the normal range and was a bit low. see the highlighted text in the picture.
    The High Pressure was on 2.095 MPa which is equal ant to 303 Psi and on lower test it was in range
    as shown in HIGH Active Test Shown in 2nd picture.


    So We decided to rectify this low pressure problem present in the CVT Transmission and Drained the CVTF Fluid from the oil Pan and Opened the oil pan for inspection.
    High pres


    OIL PRESSURE BEFORE SERVICING WAS 2.095 MPa 303psi
    OIL PRESSURE AFTER SERVICING WAS 3.415 MPa 495psi

    Total Difference was of 192 PSI which is a quite huge improvement.

    Before servicing picture's are on page one and
    After servicing and reassembling pictures are on page 2

    For more information and details any one can contact me at 0300-5220091
    Attached Images Attached Images   

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    Quote Originally Posted by rajaatta View Post
    Boss one more thing I want to discuss is As i am working on these K41 and 410 series in old gen vitz i came across the diagnosis of knock detection which is common but the problem is the transmission shift more rapidly in 5 th ratio as compared to the new gen vitz with same transmission. I had some how adjusted the Primary regulators pressures and achieve the goal of delaying the final shift in old vitz what do you think of a better solution
    I read a paper on this defining a retune which was done by Toyota for this very issue, the unit would go into high overdrive very quickly to give good economy numbers. It was removed later on to aid driveability
    ZRS - Zulfiqar Racing Systems ..... - professionals at work - at crackwheels.com

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    Very interesting....so toyota Walay paghal thay...knocking is due to bad fuel and clogged up air filters....it will get worse if the cat is choked...

    High octane 92 and above is the safest bet.

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    Quote Originally Posted by xlnc View Post
    Very interesting....so toyota Walay paghal thay...knocking is due to bad fuel and clogged up air filters....it will get worse if the cat is choked...

    High octane 92 and above is the safest bet.
    knocking can also happen from air leaks in intake manifold, a bad knock sensor, low fuel pump pressure, bad MAF, bad EGR etc etc, using 92 octane in your 1KR-FE will also cause eventual knocking as you are generously coating it with layers of soot. Only use higher octane fuel where required, dont use it assuming its some sort of elixir.

    Speaking of paagal thay, I own a 2013 nissan altima which has a JATCO CVT gearbox, I have had it replaced 2 times and the ECU flashed 3 times. Nissan dealer is now sick and tired of me.

    At first it was setup for higher friction (immediate acceleration) - which was causing a jerking sensation while at lower speeds, They flashed the ECU for an update which takes away a little fuel economy but smoothes out the drive quite a lot, This failed in a few hundred miles (still jerking) - so they changed the gearbox, and later changed that out too because the technician who installed it effed up the job.

    Now it behaves just like it should, rpm stays put at constant pedal with absolutely no feeling of shuttling of the variator or any buzzing at all in the body.
    ZRS - Zulfiqar Racing Systems ..... - professionals at work - at crackwheels.com

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    Quote Originally Posted by Xulfiqar View Post
    I read a paper on this defining a retune which was done by Toyota for this very issue, the unit would go into high overdrive very quickly to give good economy numbers. It was removed later on to aid driveability
    Ok boss will share the results as I am retunning the transmission oil pressures. And one more thing what to counter the constant TC lockup in lower ratios should I bore the Lockup valves with Bigger and lengthy valves or stay on the same side.

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    Quote Originally Posted by xlnc View Post
    Very interesting....so toyota Walay paghal thay...knocking is due to bad fuel and clogged up air filters....it will get worse if the cat is choked...

    High octane 92 and above is the safest bet.
    Brother dont comment like amatures. And dont implrment your own opinion as you cant understand the on going discussion. So stay low and observe and learn the things by the ongoing discussion. Reapect the on going discussion and dont spoil it by the childish question's. Thankyou

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    Quote Originally Posted by xlnc View Post
    If m normal than what are you abnormal? I have sent you links of LM atf spec sheet. you give wrong info by saying use 1600 and 1800 ..where is your proof on that ? You need to show ampathy towards others and respect other people's opinion warna ....vitz ka cvt he theek KarTay rehna ...Ghalat teal daal ke...
    I am not saying that you are abnormal. It is your own point in which you feels that I am saying you abnormal. Grow up. I am using the LM products Far more earlier than you had expected. The links you had sended I had tested this oil my self as i am seeing hundred of vehicles in a normal month. I will not do foolish comments and discussion on the specs sheet. Regarding the use of TC1600 / 1800. I am using those if the customer is willing to invest some money in this oil which starts from 3000 a liter. And the drain interval is same like toyota so I dont use this oil. There os no need to Provide any proof. If some one wants to go for the TT 1400 then its the choice of the customer I cant force any one. I am respecting you as I respext other members because its our combined personal forum and we are here to share and guide each other with valuable information towards right way. But the information should be mature. Like you said Toyota Cvt tc is junk why dont you file a suit against them provide the court with proof and you will be Billionaire in seconds. And regarding the statement of your in the last. That prove that you are still amature.

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    Quote Originally Posted by caprice1 View Post
    Normal obd scanner will tell the pressure?
    Nop normal obd scanner cant access the oil pressure pid and the feature of oil pressure testing. Will try to find some one with the facility of equalant scan job and will let you know about it until then keep driving the vehicle calmly.

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    Quote Originally Posted by xlnc View Post
    Great article ...with the exceptions of few things...
    Engine breaking at 30 and 40 km/h is actually a key feature in these transmission. ...if someone doesn't like it say (in a traffic jam) simply switch to S mode...then you won't get any engine breaking.

    Secondly. ..it's really annoying how the information on these transmission are not readily available.

    Thirdly....the transmission you showed was using a toyota tc genuine oil..
    Red wala......which is a crap oil I must say..
    Issue is this oil creates froth (jhaag) as the transmission moves...which reduces oil supply to various components. And it doesn't providing much cooling either...cause if you drive your car hard the transmission will give this winning noise.... (aeeeeennnnn). This only happens when trans overheats...which means there is Bad wear protection too ..cause of genuine Toyota oil...

    Also bad oil or this toyota oil in hand will reduce your acceleration ...cause transmission (power losses)...your car puts less hp than written on your user manual.

    Use liqui moly atf 1400 ....and you want have to do all this crap ...and you won't have dirty finger from the magnet....cause it has a better wear protection..
    Bro, i also own a 2012 toyota passo which happens to have the same 1kr-fe engine and cvt tranmission.I experience the same engine braking thing at low speeds e.g below 20km/h when foot off throttle and at around 10km/h,the engine braking stops.Just wanted to ask that is it really a feature of these cars and how have u verified it?In how other cars have u witneased the same problem?Experiencing this problem,i also went to a reknown mechanic who after inspecting the car said that its part of the cvt trans.
    I have also consulted other professionals who says that this is not normal for cvts and has asked me to get the zero point calibration done.I need ur help and advice on this matter bro.

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    Quote Originally Posted by rajaatta View Post
    Hi every one well i was quite busy for past few days so was inactive on the forum.
    As I Promised to some fellow members to start a new Thread related to Automatic Transmissions Valve body assy services. So Here we are.

    Today I will share and discuss the problem's and their related repair procedures in common Toyota CVT Transmissions. Which some time can be fatal for the transmission itself and can cause severe drive ability problems and ends up in complete transmission failure.

    Many of the people here just go for the routine maintenance and change their vehicle basic lube's i.e Engine oil, Transmission oil , CVT Transmission Oils.
    And think they had done their best to prevent the damages which can occur due to overclocked mileage interval oil change's and are on safe side.

    Which is quite practical for daily routine lay man's terms.

    \But these vehicle's which had CVT Transmissions installed in them requires more sophisticated diagnosis and comprehensive testings. Which shows us the actual health of these CVT Transmissions before doing any sort of Maintenance like Fluid Replacement or any sort of Calibration (Pressure Calibration).
    These Testing's include's the on board CVT Fluid pressure monitoring and Fluid temperature Monitoring.
    Which shows us the actual health and transmission performance values.

    The question arouse in mind of a common person is. how can we test them?
    a:
    Should we install a pressure gauge or some thing like that to monitor the Oil Pressure like the old conventional Toyota / Lexus Transmission's?
    b:
    Or we install a temperature Gauge in between the Oil Pressure line to monitor the Temperature Values like the old Toyota/ Lexus Transmission's which dont had these sensors aboard on them.?

    The answer is a simple NO. Because these New Gen Vehicles had on board Oil Pressure Sensor's, and fluid Temperature Sensors. Whom Values can Easily be monitored through Compatible Scan Equipment's and Also the Testings can be done to evaluate the transmission health and performance check's.

    Now coming back to our topic
    It is necessary to observe these 2 readings before any of the maintenance like Transmission Fluid Replacement is carried out.

    The first one is the Oil Temperature.

    Usually When we drive a Vehicle the oil temperature raises according to the Driving Conditions. If More Load is carried on the vehicle ( If Vehicle is driven at WOT or aggressively) the temperature of Trans Fluids raises and at the same end it does cools down with the help of the ATF Cooler which are of 2 types 1:Water to Oil. Or 2nd:Air to Oil or in some cases Both of the Methods are adopted to keep the fluid temperature as low as possible because as the temperature of the fluid raises more past then the 100 C it start's to loose its strength and lubrication power and can damage the Transmission due to over heating and non lubrication.( depends upon the Fluid Type ) .

    So if we drive the same vehicle normally with partial Load Driving. The Fluid Temperature stays in normal range which can be different for different Vehicle's Make and Climatic condition's. So by observing the Fluid temperature on idle we can determine the actual condition and health of the transmission.
    If the temperature is abnormal like on higher side then there must be some thing wrong which is causing the temperature to stay at higher range's.
    and we had to trace up the cause of the higher temperature's.
    Some time it can be raised due to Faulty Oil Cooler or restriction in oil cooler tube's or circuit.

    And it also can be due to Low Oil Pressure.

    Because there is an Oil to Cooler By pass valve in the Transmission Valve Body assy which opens at different oil pressure configuration and let the Oil Pass Through it to be cooled down for further use.

    Now we will walk through the basic Oil Pressure system and its Major key role in ATM and CVT Transmissions.
    The Cvt and every ATM Transmissions runs on Fluid pressure. By variating the pressure the transmission can change the Gear Ratio's and the vehicle is moved in forward or reverse direction.

    If the Fluid pressure Drop's below the certain normal point which is mentioned by the manufacturer than the vehicle had very huge lags and difficulty to move in any direction. Hence results in complete Transmission Failure.

    The Problem now a days arouse in local Toyota CVT equipped vehicles in (Toyota Vitz, Axio , Fielder and other Toyota CVT Equipped vehicles).

    now a days starts from minor drive ability problem which starts from Minor Engine Braking effect when driving below 40 KM/H if the Throttle pedal is released the transmission starts to brake immediately and lower down the speed.

    Which is quite abnormal for these cvts. This problem starts when the CVT Fluid starts to deteriorate and become unusable.

    But unfortunately the driver is unable to determine the signs And keep on driving and follows the strict oil change interval ranging from 30K to 40K.
    The end result is the CVT Fluid is unable to keep the Pressure maintained and the Start clutch & Braking Clutch's Packs and CVT Drive Belts starts to wear out.
    The debris from them is usually collected on the Oil Pan Catch Magnets which catches the small Microscopic and larger Metallic particle's along with Clutch pack's small particle's which are not metallic in nature.
    Then there is a time when the pan magnets cannot Catch those small Clutch pack particles and those particles passes through the Main Strainer aka( Transmission Filter) and passes through it hence clogging the sophisticated internal mechanism of Valve body assy which is the brain of the transmission and is responsible for the major Gear shifting , Pressure variation , and coasting and torque converter lockup operation and many more.
    hence that residue jams the movement of those valve's which had very low clearance in between them and the valve Body Walls.
    Blocking the movement and the end result's start's from the A/T oil pressure decreasing down which more decreases by the time and quantity of residue form inside which blocks the passages become more and more dense. As we know that the the A/T and CVT Transmissions are depending upon the Hydraulic Oil Pressure. when the oil pressure decreases the internal parts of the transmission starts to wear out more quickly than normal conditions and resulting in poor performance and some time fatal transmission failure's.

    If we by the time when the residue is formed in the Transmission valve body assy Change / Replace the Oil i.e CVT or A/T transmission fluid it doesn't help to make the situation better and doesn't increases the Oil pressure as the main mechanism is blocked with the residue in the Valve body assy.
    Hence we will see the Wear particles in the Oil Pan Catch magnets after few hundred kilometers of oil change which indicates us about the wear problem still exists and is unresolved and the transmission still suffers from excessive wear.
    So Always inspect these pan catch magnets before performing any kind of maintenance job in these vehicle's first of all hook up the Scan equipment and see the readings of Oil Pressure and Oil Temperature's and observe them to find the health of your vehicle Transmission.
    There are some Active testings features in scan equipment's which can test the oil pressure both on higher end and on lower end on idling speed to determine whether the oil pressure is in normal range or not.

    As I am working on the toyota vehicles for so many years these are my findings which i am mentioning below that how I deal with them when I encounter these problem's and how I perform the repair service.

    NOTE:
    Please note that these sophisticated Transmission services are not meant for a DIY( Do It Yourself) Project or for Untrained Personals. If done Improperly it can result's in complete transmission Failure. And most of the time 10 Out of 9 vehicle's transmissions Fails due to improper Trained personals which I had observed personally in the Local market.
    Another thing the Local Toyota Dealer ships are also not providing these repair services and avoiding these CVT general Maintenance Jobs. so beware of the consequences and do not attempt to service it from untrained mechanics or personals.



    Here we are with the vehicle it is Toyota Vitz 2012 KSP130 series equipped with 1KR-FE along with K410 CVT Transmission.

    Upon diagnostic and routine Scan job we find that the A/T Oil Pressure was not in the normal range and was a bit low. see the highlighted text in the picture.
    The High Pressure was on 2.095 MPa which is equal ant to 303 Psi and on lower test it was in range
    as shown in HIGH Active Test Shown in 2nd picture.


    So We decided to rectify this low pressure problem present in the CVT Transmission and Drained the CVTF Fluid from the oil Pan and Opened the oil pan for inspection.
    High pres


    OIL PRESSURE BEFORE SERVICING WAS 2.095 MPa 303psi
    OIL PRESSURE AFTER SERVICING WAS 3.415 MPa 495psi

    Total Difference was of 192 PSI which is a quite huge improvement.

    Before servicing picture's are on page one and
    After servicing and reassembling pictures are on page 2

    For more information and details any one can contact me at 0300-5220091
    Bro u are doing a splendid job here by educating a whole group of people.But i am a bit confused about the engine braking thing in cvts.I own a 2012 toyota passo and am experiencing the same engine braking thing.So i wanted to ask that after changing the atf and servicing of vitz,did engine braking got reduced or is it still there.Also to correct you,some cars do have this engine braking feature which doesnt allow them to coast freely.Should i get the zero point calibration or changing the atf will resolve the problem
    I live in karachi so will u be able to provide me ur services over here and please let me know the total expenditure on it.

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    Quote Originally Posted by taimoorali.khn View Post
    Bro u are doing a splendid job here by educating a whole group of people.But i am a bit confused about the engine braking thing in cvts.I own a 2012 toyota passo and am experiencing the same engine braking thing.So i wanted to ask that after changing the atf and servicing of vitz,did engine braking got reduced or is it still there.Also to correct you,some cars do have this engine braking feature which doesnt allow them to coast freely.Should i get the zero point calibration or changing the atf will resolve the problem
    I live in karachi so will u be able to provide me ur services over here and please let me know the total expenditure on it.
    Actually the problem you are facing about low speed coasting is due to stucked coasting valves in valve body it cant be resolved just by changing the cvt fluid in your passo 2012. Remember this the toyota only cvt verision with oil level stick. Donot attempt to pour the normal atf in the cvt gear box. And the problem of engine breaking below 40 km/ h in the above mentioned vitz was resolved. And sorry cant provide you the services in karachi.

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    Quote Originally Posted by rajaatta View Post
    Actually the problem you are facing about low speed coasting is due to stucked coasting valves in valve body it cant be resolved just by changing the cvt fluid in your passo 2012. Remember this the toyota only cvt verision with oil level stick. Donot attempt to pour the normal atf in the cvt gear box. And the problem of engine breaking below 40 km/ h in the above mentioned vitz was resolved. And sorry cant provide you the services in karachi.
    Thanks for ur reply.Did vitz have the same problem as mine and will toyota dealership be able to provide me the service.If not then kindly let me know of any reknown mechanic in karachi who is skilled in such works.Also please let me know the total expenditure that was incurred on vitz.And please let me know that is this problem related or can be r3solved with zero point calibration?

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    Quote Originally Posted by taimoorali.khn View Post
    Thanks for ur reply.Did vitz have the same problem as mine and will toyota dealership be able to provide me the service.If not then kindly let me know of any reknown mechanic in karachi who is skilled in such works.Also please let me know the total expenditure that was incurred on vitz.And please let me know that is this problem related or can be r3solved with zero point calibration?
    The idiots on toyota doesnt had the exact qualification to service or rebuild the A/T or CVTs. So for this reason just change the cvt fluid and if you had the possibility to flush it properly as it has the oil cooler in radiator and you can easily flush the old oil. Will share a video about how to flush the fluid.

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    Here you go for the transmission fluid flusing
    https://mobile.facebook.com/story.ph...40147266059975

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    Quote Originally Posted by rajaatta View Post
    The idiots on toyota doesnt had the exact qualification to service or rebuild the A/T or CVTs. So for this reason just change the cvt fluid and if you had the possibility to flush it properly as it has the oil cooler in radiator and you can easily flush the old oil. Will share a video about how to flush the fluid.
    U still didnt answer my question.Can u recommend anyone qualified for this job in karachi and what is the estimated expenditure incurred on this total procedure.

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    Quote Originally Posted by taimoorali.khn View Post
    U still didnt answer my question.Can u recommend anyone qualified for this job in karachi and what is the estimated expenditure incurred on this total procedure.
    I cant reffer you to anyone as I dont know the people their Mr Xulfiqar was there once but now he is far gone from ages. The service charges differ from scenario to scenario. And this is not an ordinary work or a diy project. Some thing small went wrong and boom you will lose your transmission so its better to flush it rather than servicing.

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    Quote Originally Posted by rajaatta View Post
    I cant reffer you to anyone as I dont know the people their Mr Xulfiqar was there once but now he is far gone from ages. The service charges differ from scenario to scenario. And this is not an ordinary work or a diy project. Some thing small went wrong and boom you will lose your transmission so its better to flush it rather than servicing.
    Then whats the use of flushing and using new aft when u mentioned above that only changing the atf wont solve the problem.I just want this problem to end because its really annoying and quite hard to believe for a car having just 21000km on it to cause such problems.Anyway,thanks for ur help.Besides i did have a long conversation with Mr Xulfiqar on this matter who is asking to get the zero point calibration done.What is ur advice on that?

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    Quote Originally Posted by taimoorali.khn View Post
    Then whats the use of flushing and using new aft when u mentioned above that only changing the atf wont solve the problem.I just want this problem to end because its really annoying and quite hard to believe for a car having just 21000km on it to cause such problems.Anyway,thanks for ur help.Besides i did have a long conversation with Mr Xulfiqar on this matter who is asking to get the zero point calibration done.What is ur advice on that?
    Get the oil flushed and reset the the memory setting from the engine/ect ecu and then done the Deceleration Zero point calibration and CVT Oil pressure Calibration.

    Before doing the calibration note down the previous deceleration sensor learned value from the live data list if the value is in the range of 2.4-2.6 V than no need to calibrate and if it is below 2.4 or higher than 2.6 than do re calibrate it on a plane surface without any movement and remember do the calibrations by sitting out of the vehicl

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    Thanks alot for ur help.

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    Quote Originally Posted by taimoorali.khn View Post
    Thanks alot for ur help.
    One more thing try to find the ATF Transmission Flush of Liqui moly. Add it to the old oil and drive the vehicle for 25-40 kms and then arrive back to the workshop and flush the old oil immediately it will improve the situation by 40 % which is an handsome improvement.

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    Quote Originally Posted by rajaatta View Post
    One more thing try to find the ATF Transmission Flush of Liqui moly. Add it to the old oil and drive the vehicle for 25-40 kms and then arrive back to the workshop and flush the old oil immediately it will improve the situation by 40 % which is an handsome improvement.
    How is the atf fully flushed and will i have to get the gaskit changed aswell?Will any ordinary mechanic be able to do it or do i need to find a professional for it aswell?.Also the car is only 21000km driven and i have checked the atf which is pinkish in colour and looks quite new so will really changing the atf end the effect of engine braking?

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