2014-08-19

Mercedes E350 Transmission problem - stuck in 2nd gear limp mode in C / stuck in 2 gears at the same time in P

I have a 2008 Mercedes E350 with the 7 speed automatic transmission (722.9).
I recently had a problem with my E350 where it started shifting hard between 2nd-3rd gears, then wouldn't move at all because it seemed to be stuck in 2 different gears at the same time.  I found that by setting the transmission to Comfort Mode (C) with the engine at operating temperature, it would go into 2nd gear but would not shift.  When it was in Performance Mode (P) it had 2 gears engaged at the same time and would move if I really stepped on the gas and one of the gears slipped (not good)!  When I got the car going over about 25 MPH in C mode 2nd gear, I could put the selector in neutral and then back to drive, and it appeared to go into 6th gear.

Hmmm...  Sounds like a major transmission problem, right?  I decided that it was most likely something to do with the valve body or the transmission computer, which is built into the valve body.  I drained the transmission fluid and removed the valve body.  The bolts that hold the valve body on are the ones on both ends of the body.  I also disconnected the electrical connector that connects to the valve body.  I then dropped the valve body onto some clean shop clothes that were on my chest as the car was on jack stands and I was directly under it.  I wanted to be very careful not to drop it or to get ANY dirt or contamination on it.

After removing the valve body, I removed the solenoids, and lo and behold, one of them had a broken o-ring, as seen below: 

Pieces of the o-ring had actually gone into the valve body and required me to remove the plates that contain the valves in order to clean the bores and valves.  I took pictures of all the valves and springs as I removed the plates to ensure that I got them back in the right way.
 

The contacts and everything on the conductor plate appeared to be fine, so I cleaned everything very well with brake cleaner (I used brake cleaner to clean the valve body, valves, and bores as well).

Mercedes does not sell the O-rings specific to this application, they will sell you an entire valve body.  I went to Harbor Freight and got a set of metric O-rings which contained about 250 assorted O-rings for $3.00 and replaced all of the O-rings on the solenoids with those.

The total cost was still quite expensive as I replaced the transmission fluid that I had drained and the filter.  I didn't drain the fluid from the torque converter this time as I had done a fluid change recently.  The fact that I had changed the fluid recently leads me to believe that the previous owner had not changed the fluid because this is the kind of thing that happens when you change the fluid in a car that hasn't been serviced for some time.  The total cost was about $135 for everything.  I use Redline D6 full synthetic transmission fluid, not an endorsement, but I have used their fluid with good results in the past in other cars.

I will describe the method I use for changing the transmission fluid in another post.  I hope this helps someone!  It saved me a lot of money over taking it to the dealer and getting stuck with either a new valve body or even a new transmission...

2012-07-18

1999 Honda Accord V6 Transmission Rebuild (B7XA)

My 1999 Accord started having major problems with the transmission, so I pulled it out of the car and started getting quotes for a rebuild.  For reputable shops the price was around $2,000!  Just for the rebuild, not including the labor of replacing it in the car.  I couldn't see spending $2,000 for a rebuild that might or might not be done right, so I decided to do it myself.  Here is a description of what I did and some references to helpful information I found online about the project.  I took pictures of EVERYTHING as I worked, in case there was any question of how something was supposed to be when putting it back together.  I also put all the parts from all of the components in Ziplock bags and labeled which component it was from.  All parts were cleaned in a solvent tank and rinsed off with WD-40, then Ziplocked if possible.  All parts were coated in ATF prior to reassembly, and the friction plates were soaked in ATF overnight prior to installation.


I obtained the diagnosis and overhaul manual from http://www.drivetrain.com/ for $40 (they carry the parts as well).  I obtained the overhaul parts from http://www.transmissionpartsusa.com/ for $270 including the Bench Buddy valve polishing tools.  I made sure I got the complete overhaul kit, including the steel clutch plates (which turned out to be a very good decision!). I obtained a rebuilt torque converter from a local shop in Los Angeles for $85.  After it was finished, I decided to use Redline D4 synthetic transmission fluid instead of the Honda fluid ($150 for 3 gallons!).  I also installed a second transmission cooler after the stock cooler (free from a neighbor), and a magnefine filter after the second cooler (http://magnefinefilters.com) ($16).


This video has some very helpful pointers on the B7XA transmission:
http://www.youtube.com/watch?v=nuv9UZumqWI&feature=related

This is a good post on the design of the B7XA, describing the design and issues with it:
http://www.driveaccord.net/forums/archive/index.php/t-2025.html

Anyone who has one of these Accords or Odysseys ('99-'02) probably knows about the problems with this transmission.  The design was bad, and they fail prematurely.  I have read that one of the reasons for this is that previous generations of Honda transmissions shifted hard and people were complaining about it, so to smooth out the shifting Honda designed these transmissions so that when they shift, the transmission partially engages the gear that it is shifting to, while the gear that it is shifting from is still partially engaged.  This results in a smoother shift, at the expense of severe wear on the clutch packs.  I have not confirmed this, but it makes sense.  I might have more on this in the future, I will try and confirm it and possibly find a way to lock it out so it can only engage one gear at a time.  In addition to this behavior, there is no replaceable filter element.  The filter is located inside the transmission and cannot be changed without disassembling the entire transmission.  There are some other issues I found, such as valves getting stuck due to particles and contamination.

The transmission sitting on the work bench

With the cover removed
The pressurized fluid to engage the clutches is delivered through the holes in the tops of the shafts.  I did not have the tool to hold the main shaft for removing the nuts on the shafts, so I engaged the parking brake pawl and applied shop air to the top of the main shaft to engage the clutches on that shaft and remove the nut on the secondary shaft, then apply shop air to the secondary shaft to remove the nut on the main shaft.  I had a friend hold a tire inflator to the hole on top of the shafts while I wrenched on the nuts.  When I put it back together I used the same method to hold the shafts on installation.  Note that I bolted it to the bench for most of this process to hold it in place.


With the housing removed
There are protrusions on the housing that I was able to pry to separate the housing (sorry, no pictures).  Note the black filter in the back of the second picture.  Yep, you have to take it apart this far to change it!

With all the shafts and differential removed, exposing the valve bodies.

The shafts and idler gears.
Note that I had to replace the needle bearing on the top of the secondary shaft.  When I disassembled it and tried to remove that bearing it came apart and the needles came out of the holder.  That was the only bearing I had to replace.  All the other ones looked good on visual inspection.

Oil pump

3rd gear clutch pack
Now we get to the real problem.  The 3rd gear clutch pack.  The picture above shows the exposed friction plate.  Note that there is no friction material material, just steel.  The splines on the plates were blue, and basically fused to the inner splines.  I had to pry the friction plates off.  It looks like they had heated up to the point where they softened and expanded.  There was some minor wear on the outer housing that I had to clean up prior to reassembly.
3rd gear steel & friction plates.  No friction material on any of the friction plates...
The 2nd gear clutch pack was getting fairly worn.  Some of the friction plates had bare metal showing.

The steel plates for the clutch packs came in a package with no labeling.  I had to mic the old plates and the new ones to sort them out and which plates go in which clutch pack.  It's a good thing I kept all of the steel & friction plates together and labeled which clutch they came out of...  The friction plates appeared to be all the same, even though the friction pattern on the old plates varied for each clutch.  The kit that I purchased had the same number of plates as the original, but the Honda parts stores show a different number of plates in the clutches.  I think they might have changed the design and made them thicker with fewer plates.  Not sure.

Note that the manual calls for measuring the clearance between the clutch end plate and top disc using a dial indicator.  I do not have a dial indicator, so I measured the distance from the clutch end plate to the groove for the snap ring...same thing.

Regulator valve body 

Servo body 

Main valve body 

Main valve body 

Main valve body 

Regulator valve body.  Note the small hole drilled in the torque converter circuit, as mentioned in the YouTube video I listed above.

The housing after finally getting all of the old gasket off.  I had to scrape the gasket off with a blade, which resulted in some minor scratches.  I cleaned up the scratches with #600 wet/dry sandpaper and WD-40.  The new gasket was applied dry...There is some controversy over whether to coat the gasket with ATF prior to installation.  Dry works.  No leaks.

Here we go...The good part!  It's coming back together. 

Housing on, shaft nuts installed using the shop air to lock the clutches method.  The clutches are good, they held with no slippage up to the 166 foot pounds required to seat the gears.  I think that's a good sign. 

It's starting to look the way I want it to... I don't see any leftover parts!

Finally back where it belongs.  My neighbor, Manny, was nice enough to come over and help me get it into position in the car.  With a floor jack supporting the transmission it was still difficult to get the right angle and everything lined up so that it would slide in without forcing it.

Installed!  Now to put all the other pieces back together.  

Thanks to Mr. Bill & Manny for the help and lending me some tools I didn't have to make this easier.  And thanks to Rick for the cooler that was exactly what I was looking for!

I have since put about 500 miles on the car and it works great.  Wow!

2012-05-09

NEW Web Based ITrac

It's here.  It does virtually everything the old ITrac does, except there is no software to install, it works in a web browser, and it works on Windows, Mac, and Linux!  In future posts I will be going through some of the new features that are available, and how to use the new ITrac.  The new version integrates everything in one package, one web site.  Office users, Clients, and Investigators sign on to the same web site and get the same user interface that varies the content based on the user account type.  This allows Management to view all aspects of all cases, office users and managers to access the information they need to work their cases, Clients are able to view approved finished work products for their cases, and Investigators can retrieve work assignments, upload media (video/audio), create & upload case reports, and enter time & expenses for their assigned cases.
You can get more information on the DAS web site.

2008-04-11

Current projects at Digital Aerospace Solutions

The last few months have been extremely busy here. We have some exciting projects in the works, including a web site for one of our clients that provides great Private Investigative services, including surveillance, background checks, bug sweeps and counter surveillance, and a host of other services. The owner is Gene Iovino, you can find their new web site at http://www.iovinoips.com.

One of the other great projects that is still being refined is ITrac Web Access, which provides your clients with access to critical case information, including case reports, notes, and video clips. ITrac Web Access is an extension of the ITrac software that provides an easy to use web based interface for your clients and investigators.

2008-03-19

ICM problem

One of the Terminal Servers that I manage has a program called ICM installed on it. They called yesterday claiming that the Notes were missing, then this morning when they opened ROs it would completely close.
I logged on and confirmed that it did exactly that. This fix was fairly simple:
1. Log on as an ICM administrator.
2. Click Utilities > Clean up Local Data
3. Click Utilities > Clean up Server Data

ICM makes a backup of the dbf files before it does that repairs, but I am paranoid, so I also saved another copy of them before running this utility. The utility probably just checks the dbf files and re-indexes them.

This did solve the problem (sigh of relief).

Microsoft Access 2003 Runtime on Windows Vista

Isn't Vista proving to be very entertaining? Windows Vista is certainly Genuine Microsoft...Genuine garbage.
I have a client that is running Vista and a program that I developed that runs on MS Access. He installed the runtime version of Access 2003, and every time he opens the application he gets the Windows Installer Dialog: "please wait while windows configures microsoft access 2003 runtime".
When it opens, several errors are logged and then Vista shuts it down.
I tried all the usual Vista things...Turn off UAC, run in compatibility mode, turn off Aero Glass. Tried re-installing several times and with various installations of Office SP2 & SP3. Nothing would make it work, it always gave the "Please wait while windows configures Microsoft Access 2003 Runtime".

I looked in the error log, and found some entries for the msiinstaller:
Detection of product '{901C0409-6000-11D3-8CFE-0150048383C9}', feature 'ProductNonBootFiles' failed during request for component '{22056900-C842-11D1-A0DD-00A0C9054277}'

Also:
The resource 'HKEY_CLASSES_ROOT\.pip\' does not exist.

I tried the resolution for this error:

a.) go to the actual terminal server console
b.) go to start\run command line and key in the following:
regedt32
c.) check the permissions to the following registry keys:


HKEY_LOCAL_MACHINE\SOFTWARE\Microsoft\Windows\CurrentVersion\Installer
System and Admins - Full Control
Everyone- Read


HKEY_LOCAL_MACHINE\SOFTWARE\Microsoft\Windows\CurrentVersion\Installer\Comp­o
nents
System and Admins - Full Control
Everyone- Read


HKEY_CLASSES_ROOT
System and Admins - Full Control
Everyone- Read


HKEY_CLASSES_ROOT\.pip
System and Admins - Full Control
Everyone- Read


HKEY_CLASSES_ROOT\Installer
System and Admins - Full Control
Everyone- Read


HKEY_CLASSES_ROOT\Installer\Components
System and Admins - Full Control
Everyone- Read


HKEY_CURRENT_USER\Software\Classes
System and Admins - Full Control
Everyone- Read

After updating the permissions, it worked. Note that HKEY_CLASSES_ROOT\.pip was completely denied, even to admins, so I had to take ownership of that one and then add permissions to it. Some program must have taken ownership of the key and then locked everyone out.

2007-12-11

Windows Vista / Office 2007 / Adobe Reader BUG!

This problem has actually happened to multiple clients of mine.
The issue is that the user will accidently try to open a Microsoft Word document with Adobe Reader. After that, it seems that Windows just does not know what to do with Word documents anymore, even after you tell it to open the documents with Word every time in the Open With dialog. (Although, now that I think of it, I did not confirm this to be true, I took the user's word for it. Something to check next time).
The thing that appears to have fixed the problem is to change the following value in the registry:
HKCR\.doc
Change the (default) value from word_auto_doc (or something like that) to Word.Document.8
Then right-click on a word document and select Open With, Select Program, select Microsoft Word, and check the Open with this program every time box.
Yet another annoyance with Vista / Office 2007. I will rant more about these in another blog, because there is soooo much to say...

2007-04-06

Volume Shadow Copy / Backups

I have spent the last few days working on implementing a new backup strategy for my servers. I thought I would share the fruits of my efforts so that others who are trying to attain the same goals might work a bit less than I did.

My goals for the new backup plan:
1. A homogenous environment (don't need to use different software on each machine)
2. Easy to use
3. Preferably would use differencing technology that only uploads the bytes that have been changed in each file to the server on incremental backups.
4. Client-Server design would be nice (install server software on a backup server, client software on other machines and backup to a central location).
5. Able to backup ALL files on the selected drives as a consistent snapshot that could ideally be restored to a new hard drive, inserted in a new machine, and...be ready to go (no re-installing everything, setting everything up, and restoring the files to the correct locations!).

I found some sosftware that meets most of the requirements from Vembu called StoreGrid. It is a client-server solution that is VERY easy to configure. It backs up to a central server location. It meets all of my goals except for the consistent snapshot one. This software can even do remote backups over the Internet, so it is also going to help me with the clients that I support outside of my own office. They have a solutions that allows you to backup files that are in use, but that caused me major grief on my servers and did not provide a consistent snapshot of the drive.

I found a way to make it work by using Volume Shadow Service on Windows XP & Windows Server 2003. I found some posts that allowed me to create a snapshot of a drive and then mount the snapshot to a drive letter in the computer. The drawback? It took a bit of work to get everything set up, and for the XP machines, I had to tweak the scripts to get it to work. I also had a bit of trouble finding some of the executables that I needed for the scripts.

The scripts came from Adi at Microsoft.

vshadow.exe for Windows Server 2003 and for Windows XP is included with the Volume Shadow Copy Service SDK 7.2 from Microsoft:
Shadow Copy Service SDK 7.2 from Microsoft
The vshadow file extracts to (pick the correct one, they are different):
C:\Program Files\Microsoft\VSSSDK72\TestApps\vshadow\bin\release-server
C:\Program Files\Microsoft\VSSSDK72\TestApps\vshadow\bin\release-xp

You only need dosdev for the Windows XP setup. dosdev was a bit harder to find, but I found it in the Microsoft Product Support Reporting Tools (MPSRPT), the one I used was the Exchange version, I think some of the other ones have it, too. When you run this, it will place the dosdev file in the C:\WINDOWS\MPSReports\Exchange\bin folder.

The tools are here:
MPSReports for exchange

After you have the executables and the scripts, set your backup in Vembu to use Pre & Post commands.
Pre Command:
COMMAND: C:/some folder/createshadow.cmd
ARGUMENTS: c: b:
WORKING PATH: C:/some folder
TIME OUT: 60

Post Command:
COMMAND: C:/some folder/removeshadow.cmd
TIME OUT: 60

*Note that removeshadow is not included in the scripts listed below, it is created by the createshadow.cmd script when it runs.

Here is what is required...
**********************
***Windows XP***
dosdev.exe
vshadow.exe
createshadow.cmd
wait.bat

The contents of the scripts are here:
createshadow.cmd:
-----------------------------------------------------------------
REM BEGIN SCRIPT
setlocal
if NOT "%CALLBACK_SCRIPT%"=="" goto :IS_CALLBACK
set SOURCE_VOLUME=%1
set DESTINATION_VOLUME=%2
set CALLBACK_SCRIPT=%~dpnx0
set TEMP_GENERATED_SCRIPT=GeneratedVarsTempScript.cmd
%~dp0vshadow.exe -script=%TEMP_GENERATED_SCRIPT% -exec=%CALLBACK_SCRIPT% %SOURCE_VOLUME%
del /f %TEMP_GENERATED_SCRIPT%
@goto :EOF

:IS_CALLBACK
setlocal
call %TEMP_GENERATED_SCRIPT%
%~dp0dosdev.exe %DESTINATION_VOLUME% %SHADOW_DEVICE_1%

REM ***This drive will only be available until this script exits***

@echo. >%~dp0RemoveShadow.cmd
@echo %~dp0dosdev -r -d %DESTINATION_VOLUME%>>%~dp0RemoveShadow.cmd
@echo %~dp0\VSHADOW.EXE -ds=%SHADOW_ID_1%>>%~dp0RemoveShadow.cmd
@echo del /f %~dp0RemoveShadow.cmd>>%~dp0RemoveShadow.cmd

REM echo off

:Loop
@CALL wait.bat 10
fsutil fsinfo volumeinfo %DESTINATION_VOLUME%>%~dp0shadow_drive_details.txt
@if errorlevel 1 goto :EndS
@goto :Loop

:EndS

REM END SCRIPT
----------------------------------------------------------------------

wait.bat:
----------------------------------------------------------------------
REM BEGIN SCRIPT wait.bat
@ping 127.0.0.1 -n 2 -w 1000 > nul
@ping 127.0.0.1 -n %1% -w 1000> nul
REM END SCRIPT
----------------------------------------------------------------------
***********************


***********************
For Windows Server 2003:

vshadow.exe
createshadow.cmd

createshadow.cmd:
----------------------------------------------------------------------
REM BEGIN SCRIPT createshadow.cmd
setlocal
if NOT "%CALLBACK_SCRIPT%"=="" goto :IS_CALLBACK
set SOURCE_VOLUME=%1
set DESTINATION_VOLUME=%2
set CALLBACK_SCRIPT=%~dpnx0
set TEMP_GENERATED_SCRIPT=GeneratedVarsTempScript.cmd
%~dp0\vshadow.exe -nw -p -script=%TEMP_GENERATED_SCRIPT% -exec=%CALLBACK_SCRIPT% %SOURCE_VOLUME%
del /f %TEMP_GENERATED_SCRIPT%
@goto :EOF

:IS_CALLBACK
setlocal
call %TEMP_GENERATED_SCRIPT%
%~dp0\vshadow.exe -el=%SHADOW_ID_1%,%DESTINATION_VOLUME%
@echo.
@echo *******************************************
@echo To delete the shadow copy, run the command:
@echo VSHADOW.EXE -ds=%SHADOW_ID_1%
@echo *******************************************
@echo.
@echo.>%~dp0\RemoveShadow.cmd
@echo REM ******************************************* >>%~dp0\RemoveShadow.cmd
@echo REM To delete the shadow copy, run the command: >>%~dp0\RemoveShadow.cmd
@echo REM VSHADOW.EXE -ds=%SHADOW_ID_1% >>%~dp0\RemoveShadow.cmd
@echo REM ******************************************* >>%~dp0\RemoveShadow.cmd
@echo REM This will remove the Shadow Volume %DESTINATION_VOLUME% >>%~dp0\RemoveShadow.cmd
@echo REM This message will self destruct.>>%~dp0\RemoveShadow.cmd

@echo. >>%~dp0\RemoveShadow.cmd
echo %~dp0\VSHADOW.EXE -ds=%SHADOW_ID_1%>>%~dp0\RemoveShadow.cmd
echo %~dp0\VSHADOW.EXE -ds=%SHADOW_ID_1%>%~dp0\ShadowCleanup.cmd
echo del /f %~dp0\RemoveShadow.cmd>>%~dp0\RemoveShadow.cmd

REM END SCRIPT
------------------------------------------------------------------------

2007-03-16

New Water Heater

I was greeted yesterday by no hot water, and a great pond in my back yard. On further inspection, I found that my hot water heater was leaking water through the exhaust vent on the top. Nice way to start the day.
Off to Home Depot I went. I purchased a tankless water heater and all of the pipes, fittings, and accessories I thought I would need for the installation. I had to remove the old water heater and the enclosure it was in, that was the hardest part of the job. I had to make another trip to Home Depot to get some adapters and other fittings for re-routing the lines (Kurt's Law: No project can be accomplished with only one trip to Home Depot).

I completed the installation, and now we have as much hot water as we need, and it only heats what we use. Tankless water heaters are a great advancement over traditional water heaters. It was more expensive, but in the long run it will be worth it.

2007-03-07

Odette's printer problem

Sage Master Builder printing on the HP Laserjet 2100. When printing multiple checks (3 copies), the checks are printed in sequence 3 times (1001, 1002, 1003, 1001, 1002...). They should print in the order (1001, 1001, 1001, 1002, 1002...) because that is the order the check paper is in when it is loaded in the printer.
To fix this issue, change the default printer settings in the HP Laserjet 2100. Disable Advanced Printing Features and Print Optimizations. This will cause the pages to print in normal order. Thank you HP for simplifying things to the point of non-functionality again.