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Gem Transmission Service Repair Boise Idaho
Everything you ever wanted to know about transmission repair but didn’t know who to ask!
“Yes — we are the sensible alternative to high priced car dealerships and national chain transmission stores…
Your satisfaction is our number one concern — my name is Greg Morris… i stake my reputation on every job
I will never leave behind the values that have made us a success: trust, service and reliability
Locally owned and family operated for over two decades.
Every job comes with a written warranty
Greg Morris is your expert professional go-to-guy for any type of “transmission service and repair”
We service all Domestic and Foreign vehicles
Free electronic scan and road test call now for appointment:
208-323-9039
Automatic and manual transmission Overhauls and repairs
Factory and Aftermarket transmission installation, “Expert in electronic diagnostics”.
Electrical system repair and enhancement,Transfer case and Differential (front and rear axle) service and repair.
All wheel drive and 4X4 system service and repair including electronic diagnostics and trouble shooting.
Enhancements for Heavy Duty Towing on all types of cars and trucks.
Diesel transmission modifications’ for increased engine horse power output for those really big jobs.
We can fix your broken transmission mount,drive axle,cv boot joint,Dodge Cummins diesel truck transmission repair service.
Expert professional ′Transmission flush′ done the right way.
DODGE cummins diesel Truck transmission shift solenoid repair.
Custom builds and installations,Street Rods and restoration, Racing and Performance,
Fleet Service rates: dear fleet operators – we can save you a bushel of money call for details.
Used car⁄ truck pre-purchase in$pection this could save you thousands of dollars – how many times have you ever heard of anyone doing a thorough drive train inspection before they bought their 4×4? .
Drive-line and Axle repair and modification,Programming services and sales,Hi-Performance and Heavy Duty parts and accessories.Broken transmission repair.
Auxiliary transmission cooler installation,Velvet drive Borg Warner marine applactions,power glide,and boat transmission service and repair,General vehicle service and repair available.
A transmission cooler regardless if you are towing anything or not will greatly extend the service life of your transmission — call and find out why!.
We can service and repair your:Toyota transmission service, 4Runner, 4×4,AWD,Avalon,Camry,Corolla, FJ Cruiser,FJ-40, Highlander, Land Cruiser,Celica, Matrix , Prius,RAV4 , Sequoia, Sienna,Tacoma Access Cab,Tacoma Double Cab,Tacoma Regular Cab, Tundra Crew Max,Tundra Double Cab, Tundra Regular Cab, Venza ,Yaris ,
Nissan,370Z,350Z,300 zx, Alima, Armada , cube , Regular Cab, Frontier Crew Cab, Frontier King Cab, GT-R, JUKE, LEAF, Maxima, Murano, Pathfinder, Quest, Rogue, Sentra, Titan Crew Cab, Titan King Cab,Regular Cab, Versa , Xterra, Frontier Regular Cab,
Ford cars,trucks and SUV’s E150 Cargo,E150 Passenger, E150 Super Duty Passenger, E250 Cargo, E350 Super Duty Cargo,E350 Super Duty Passenger , Edge, Escape, Expedition, Expedition EL , Explorer, Explorer Sport Trac ,F150 Regular Cab, F150 Super Cab, F150 Super Crew Cab, F250 Super Duty Crew Cab, F250 Super Duty Regular Cab, F250 Super Duty Super Cab , F350 Super Duty Crew Cab, F350 Super Duty Regular Cab , F350 Super Duty Super Cab , F450 Super Duty Crew Cab , Fiesta, Flex , Focus , Fusion ,Mustang , Ranger Regular Cab , Ranger Super Cab ,Taurus , Transit Connect Cargo , Transit Connect Passenger,
Chevrolet transmission service: Avalanche ,Aveo, Camaro, Cobalt,Colorado Crew Cab, Extended Cab,Regular Cab, Corvette, Cruze, Equinox ,Express 1500 Cargo Van,1500 Passenger Van,2500 Cargo Van,2500 Passenger Van,3500 Cargo Van,2500 Passenger Van, HHR, Impala, Malibu, Trucks: Silverado 1500Crew Cab, 1500 Extended Cab, 1500 Regular Cab, 2500 HD Crew Cab, 2500 HD Extended Cab, 2500 Regular Cab, 3500 HD Crew Cab, 3500 HD Extended Cab, 3500 Regular Cab, Suburban 1500,2500, Tahoe, Traverse, Volt, Chevrolet Trail Blazer,Captiva,Epica,Equinox,Sport,Kalos,Lacetti,Lumina,SS,Rezzo,Optra,Avalanche,Nubira,Tahoe,Uplander,Vivant,Astro Van,Cavalier,Prizm,S-10,Tracker,Ventura,Monte Carlo, Trans Sport, Metro,Beretta, Intimidator,
,Scion,Volkswagen,VW,Jeep transmission specialists,
BMW 128i coupe,328i sedan,328i xDrive coupe,335is convertible,528i sedan,535ix Drive Gran Turismo,650i coupe,750Li xDrive sedan,X3xDrive 28i,Active Hybrid x6,M3 Sedan,135i coupe,328ix Drive sedan,335i coupe,328i sports wagon,535i sedan,550i gran turismo,650i convertible,active hybrid 750i,X3xDrive 35i,X6xDrive35i,M3 coupe,128i convertible,335i sedan,335i coupe,328ixDrive sedan,550ixDrive Gran turismo,740i sedan,active hybrid 750Li,X5xDrive 35i,X6xDrive 50i,M3 convertible,135i convertible,335ixDrive sedan,335xDrive coupe,328ixDrive wagon,550i sedan,740Li sedan,760Li sedan,X5xDrive 35i Premium,Z4sDrive 30i,X6M,335d sedan,328i convertible,550ixDrive sedan,750i sedan,AlpinaB7,X5xDrive 35i sport activity,Z4sDrive 35i,328i coupe,355i convertible,535i gran turismo,750ixDrive sedan,X5xDrive 35d,Z4sDrive 35is,750Li sedan,X5xDrive 50i,
Mercedes Benz,Volvo,Subaru,Chrysler,Jeep,Buick,Cadillac CTS , DTS , Escalade, Escalade ESV, Escalade EXT , SRX, STS , your Cadillac deserves the best! We’ll pamper your baby.
GMC transmission service Acadia, Canyon Crew Cab, Canyon Extended Cab, Canyon Regular Cab ,Savana 1500 Cargo,Savana 1500 Passenger ,Savana 2500 Cargo,Savana 2500 Passenger,Savana 3500 Cargo,Savana 3500 Passenger Reviews Sierra 1500 Crew Cab, Sierra 1500 Extended Cab ,Sierra 1500 Regular Cab ,Sierra 2500 HD Crew Cab,Sierra 2500 HD Extended Cab ,Sierra 2500 HD Regular Cab, Sierra 3500 HD Crew Cab,Sierra 3500 HD Extended Cab, Sierra 3500 HD Regular Cab,Terrain ,Yukon ,Yukon XL 1500, Yukon XL 2500,
,Lincoln Mercury,Jaguar,Land Rover,Dodge,Kia,Hyundai,Plymouth,Ferrari,Lamborghini,
Honda transmission repair: Accord Crosstour , Civic,CR-V , CR-Z R, Element , Fit , Insight, Odyssey, Pilot, Ridgeline,
Mazda CX-7, CX-9, MAZDA2, MAZDA3, MAZDA5, Mazda MAZDA6 , Miata MX-5, RX-8,Tribute,323,626,
Lexus CT 200h,250,ES,250,300,330,350,240,fwd 300,330,350, GS,300,350 f sport,400,430,awd, 430,450h,350,350 awd,350 awd f sport,gs 460, GX 470,460, HS, IS 250,350 F Sport,250 awd f sport,250c,350 c f sport, IS F 250 awd f sport,250 c, LS 460,460 awd,460 l,460 l awd,460 sz sport, LX 450,470,570, RX 300,330,400h,350,450h,270, SC 300,400,430,
Audi:A1,A3,A4,A5,A6,A7,A8,TT,R8Road Car,Q5,Q7,S 3,S 4,S 5,S 6,TTS,TTRS,RS 3,RS 5,100/200,80/90,50,920,F 103,RS2 Avant,
Dodge transmission repair service: Ram 1500 Crew Cab, Ram 1500 Quad Cab, Ram 1500 Regular Cab, Ram 2500 Crew Cab, Ram 2500 Mega Cab, Ram 2500 Regular Cab, Ram 3500 Crew Cab, Ram 3500 Mega Cab, Ram 3500 Regular Cab, Ram Dakota Crew Cab, Ram Dakota Extended Cab,avenger,caliber,caravan,Challenger,Charger,lx,Durango,Journey,Nitro,Viper,100 Commando,330,400,50 series,Aries,Aspen,Dart,Lancer,Neon,Omni,Spirit,Sprinter,Stratus,Town and Country Van,
Plymouth Cuda,
Honda Transmission Service and repair:
Serving Ada county,Boise,Caldwell,Nampa,Star,Eagle,Meridian,Horseshoe Bend,Mountain Home,Twin Falls,Weiser,Fruitland,New Plymouth,Garden city,Mesa,Notus,Parma,Midvale,Donnelly,Cascade,Placerville,Hagerman,Washington county,Burley,Burgdorf,Middleton,Idaho City,Wendell,Crouch,Jerome,Gooding,Ontario Oregon,Payette,Melba,McCall,Riggins,Elko NV.,
83709,83226,83601,83602,83605,83610,83611,83612,83615,83616,83617,83619,83622,83624,
Some general information about transmissions:
Types of vehicle transmissions: An automatic gearbox is one type of motor vehicle transmission that can automatically change gear ratios as the vehicle moves, freeing the driver from having to shift gears manually. Most automatic transmissions have a defined set of gear ranges, often with a parking pawl feature that locks the output shaft of the transmission.
Besides automatics, there are also other types of automated transmissions such as continuous variable transmissions (CVTs) and semi-automatic transmissions, that free the driver from having to shift gears manually, by using the transmission’s computer to change gear, if for example the driver were redlining the engine. Despite superficial similarity to other automated transmissions, automatic transmissions differ significantly in internal operation and driver’s feel from semi-automatics and CVTs. An automatic uses a torque converter instead of clutch to manage the connection between the transmission gearing and the engine. In contrast, a CVT uses a belt or other torque transmission schema to allow an “infinite” number of gear ratios instead of a fixed number of gear ratios. A semi-automatic retains a clutch like a manual transmission, but controls the clutch through electro–hydraulic means.
A conventional manual transmission is frequently the base equipment in a car, with the option being an automated transmission such as a conventional automatic, semi-automatic, or CVT. The ability to shift gears manually, often via paddle shifters, can also be found on certain automated transmissions (manumatics such as Tiptronic), semi-automatics (BMW SMG), and continuous variable transmissions (CVTs) (such as Lineartronic).
The predominant form of automatic transmission is hydraulically operated; using a fluid coupling or torque converter, and a set of planetary gearsets to provide a range of gear ratios.
Parts and operation
A hydraulic automatic transmission consists of the following parts:
- Torque converter: A type of fluid coupling, hydraulically connecting the engine to the transmission. It takes the place of a mechanical clutch, allowing the transmission to stay in gear and the engine to remain running while the vehicle is stationary, without stalling. A torque converter differs from a fluid coupling, in that it provides a variable amount of torque multiplication at low engine speeds, increasing breakaway acceleration. This is accomplished with a third member in the coupling assembly known as the stator, and by altering the shapes of the vanes inside the coupling in such a way as to curve the fluid’s path into the stator. The stator captures the kinetic energy of the transmission fluid, in effect using the leftover force of it to enhance torque multiplication.
- Pump, not to be confused with the impeller inside the torque converter, is typically a gear pump mounted between the torque converter and the planetary gearset. It draws transmission fluid from a sump and pressurizes it, which is needed for transmission components to operate. The input for the pump is connected to the torque converter housing, which in turn is bolted to the engine’s flywheel, so the pump provides pressure whenever the engine is running and there is enough transmission fluid.
- Planetary gear–set: A compound epicyclic planetary gearset, whose bands and clutches are actuated by hydraulic servos controlled by the valve body, providing two or more gear ratios.
- Clutches and bands: to effect gear changes, one of two types of clutches or bands are used to hold a particular member of the planetary gearset motionless, while allowing another member to rotate, thereby transmitting torque and producing gear reductions or overdrive ratios. These clutches are actuated by the valve body (see below), their sequence controlled by the transmission’s internal programming. Principally, a type of device known as a sprag or roller clutch is used for routine upshifts/downshifts. Operating much as a ratchet, it transmits torque only in one direction, free-wheeling or “overrunning” in the other. The advantage of this type of clutch is that it eliminates the sensitivity of timing a simultaneous clutch release/apply on two planetaries, simply “taking up” the drivetrain load when actuated, and releasing automatically when the next gear’s sprag clutch assumes the torque transfer. The bands come into play for manually selected gears, such as low range or reverse, and operate on the planetary drum’s circumference. Bands are not applied when drive/overdrive range is selected, the torque being transmitted by the sprag clutches instead. Bands are used for braking; the GM Turbo-Hydramatics incorporated this .
- Valve body: hydraulic control center that receives pressurized fluid from the main pump operated by the fluid coupling/torque converter. The pressure coming from this pump is regulated and used to run a network of spring-loaded valves, check balls and servo pistons. The valves use the pump pressure and the pressure from a centrifugal governor on the output side (as well as hydraulic signals from the range selector valves and the throttle valve or modulator) to control which ratio is selected on the gearset; as the vehicle and engine change speed, the difference between the pressures changes, causing different sets of valves to open and close. The hydraulic pressure controlled by these valves drives the various clutch and brake band actuators, thereby controlling the operation of the planetary gearset to select the optimum gear ratio for the current operating conditions. However, in many modern automatic transmissions, the valves are controlled by electro-mechanical servos which are controlled by the electronic engine control unit (ECU) or a separate transmission control unit (TCU).
- Hydraulic & lubricating oil: called automatic transmission fluid (ATF), this component of the transmission provides lubrication, corrosion prevention, and a hydraulic medium to convey mechanical power (for the operation of the transmission). Primarily made from refined petroleum, and processed to provide properties that promote smooth power transmission and increase service life, the ATF is one of the few parts of the automatic transmission that needs routine service as the vehicle ages.
The multitude of parts, along with the complex design of the valve body, originally made hydraulic automatic transmissions much more complicated (and expensive) to build and repair than manual transmissions. In most cars (except US family, luxury, sport-utility vehicle, and minivan models) they have usually been extra-cost options for this reason. Mass manufacturing and decades of improvement have reduced this cost gap.
History and improvements
Modern automatic transmissions can trace their origins to an early “horseless carriage” gearbox that was developed in 1904 by the Sturtevant brothers of Boston, Massachusetts. This unit had two forward speeds, the ratio change being brought about by flyweights that were driven by the engine. At higher engine speeds, high gear was engaged. As the vehicle slowed down and engine RPM decreased, the gearbox would shift back to low. Unfortunately, the metallurgy of the time wasn’t up to the task, and owing to the abruptness of the gear change, the transmission would often fail without warning.
The next significant phase in the automatic transmission’s development occurred in 1908 with the introduction of Henry Ford’s remarkable Model T. The Model T, in addition to being cheap and reliable by the standards of the day, featured a simple, two speed plus reverse planetary transmission whose operation was manually controlled by the driver using pedals. The pedals actuated the transmission’s friction elements (bands and clutches) to select the desired gear. In some respects, this type of transmission was less demanding of the driver’s skills than the contemporary, unsynchronized manual transmission, but still required that the driver know when to make a shift, as well as how to get the car off to a smooth start.
In 1934, both REO and General Motors developed semi-automatic transmissions that were less difficult to operate than a fully manual unit. These designs, however, continued to use a clutch to engage the engine with the transmission. The General Motors unit, dubbed the “Automatic Safety Transmission,” was notable in that it employed a power-shifting planetary gearbox that was hydraulically controlled and was sensitive to road speed, anticipating future development.
Parallel to the development in the 1930s of an automatically shifting gearbox was Chrysler’s work on adapting the fluid coupling to automotive use. Invented early in the 20th century, the fluid coupling was the answer to the question of how to avoid stalling the engine when the vehicle was stopped with the transmission in gear. Chrysler itself never used the fluid coupling with any of its automatic transmissions, but did use it in conjunction with a hybrid manual transmission called “Fluid Drive” (the similar Hy-Drive used a torque converter). These developments in automatic gearbox and fluid coupling technology eventually culminated in the introduction in 1939 of the General Motors Hydra-Matic, the world’s first mass-produced automatic transmission.
Available as an option on 1940 Oldsmobile’s and later Cadillac’s, the Hydra-Matic combined a fluid coupling with three hydraulically-controlled planetary gearsets to produce four forward speeds plus reverse. The transmission was sensitive to engine throttle position and road speed, producing fully automatic up- and down-shifting that varied according to operating conditions.
The Hydra-Matic was subsequently adopted by Cadillac and Pontiac, and was sold to various other automakers, including Bentley, Hudson, Kaiser, Nash, and Rolls-Royce. It also found use during World War II in some military vehicles. From 1950-1954, Lincoln cars were also available with the Hydra-Matic. Mercedes-Benz subsequently devised a four-speed fluid coupling transmission that was similar in principle to the Hydra-Matic, but of a different design.
Interestingly, the original Hydra-Matic incorporated two features which are widely emulated in today’s transmissions. The Hydra-Matic’s ratio spread through the four gears produced excellent “step-off” and acceleration in first, good spacing of intermediate gears, and the effect of an overdrive in fourth, by virtue of the low numerical rear axle ratio used in the vehicles of the time. In addition, in third and fourth gear, the fluid coupling only handled a portion of the engine’s torque, resulting in a high degree of efficiency. In this respect, the transmission’s behavior was similar to modern units incorporating a lock-up torque converter.
In 1956, GM introduced the “Jetaway” Hydra-Matic, which was different in design than the older model. Addressing the issue of shift quality, which was an ongoing problem with the original Hydra-Matic, the new transmission utilized two fluid couplings, the primary one that linked the transmission to the engine, and a secondary one that replaced the clutch assembly that controlled the forward gearset in the original. The result was much smoother shifting, especially from first to second gear, but with a loss in efficiency and an increase in complexity. Another innovation for this new style Hydra-Matic was the appearance of a Park position on the selector. The original Hydra-Matic, which continued in production until the mid-1960s, still used the Reverse position for parking pawl engagement.
The first torque converter automatic, Buick’s Dynaflow, was introduced for the 1948 model year. It was followed by Packard’s Ultramatic in mid-1949 and Chevrolet’s Powerglide for the 1950 model year. Each of these transmissions had only two forward speeds, relying on the converter for additional torque multiplication. In the early 1950s, BorgWarner developed a series of three-speed torque converter automatics for American Motors, Ford Motor Company, Studebaker, and several other manufacturers in the US and other countries. Chrysler was late in developing its own true automatic, introducing the two-speed torque converter PowerFlite in 1953, and the three-speed TorqueFlite in 1956. The latter was the first to utilize the Simpson compound planetary gearset.
General Motors produced multiple-turbine torque converters from 1954 to 1961. These included the Twin-Turbine Dynaflow and the triple-turbine Turboglide transmissions. The shifting took place in the torque converter, rather than through pressure valves and changes in planetary gear connections. Each turbine was connected to the drive shaft through a different gear train. These phased from one ratio to another according to demand, rather than shifting. The Turboglide actually had two speed ratios in reverse, with one of the turbines rotating backwards.
By the late 1960s, most of the fluid-coupling four-speed and two-speed transmissions had disappeared in favor of three-speed units with torque converters. Also around this time, whale oil was removed from automatic transmission fluid. By the early 1980s, these were being supplemented and eventually replaced by overdrive-equipped transmissions providing four or more forward speeds. Many transmissions also adopted the lock-up torque converter (a mechanical clutch locking the torque converter pump and turbine together to eliminate slip at cruising speed) to improve fuel economy.
As computerised engine control units (ECUs) became more capable, much of the logic built into the transmission’s valve body was offloaded to the ECU. (Some manufacturers use a separate computer dedicated to the transmission, but sharing information with the engine management computer.) In this case, solenoids turned on and off by the computer control shift patterns and gear ratios, rather than the spring-loaded valves in the valve body. This allows for more precise control of shift points, shift quality, lower shift times, and (on some newer cars) semi-automatic control, where the driver tells the computer when to shift. The result is an impressive combination of efficiency and smoothness. Some computers even identify the driver’s style and adapt to best suit it.
ZF Friedrichshafen and BMW were responsible for introducing the first six-speed (the ZF 6HP26 in the 2002 BMW E65 7-Series). Mercedes-Benz’s 7G-Tronic was the first seven-speed in 2003, with Toyota introducing an eight-speed in 2007 on the Lexus LS 460. Derived from the 7G-Tronic, Mercedes-Benz unveiled a semi-automatic transmission with the torque converter replaced with a wet multi clutch called the AMG SPEEDSHIFT MCT.
