- Axion Dpf 8505pt Manual Transmission Oil Change
- Axion Dpf 8505pt Manual Transmission Parts
- Axion Dpf 8505pt
- Axion Dpf 8505pt Manual Transmission Oil
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Average rating from 4,676 customers who received a Check Engine Light is on Inspection.
If your Check Engine Light has come on, there are a number of conditions that could be causing it. Many are related to the transmission. Your mechanic can perform a computer analysis that will reveal the problems that can be causing the Check Engine Light to come on in the form of alphanumeric codes known as P codes. The following are among the most common P codes:
P0218: Transmission over temperature condition
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Your transmission is overheating. Some vehicles have a dash light that will say “trans over temp,” but not all vehicles have this feature. This code could mean that the fluid sensor needs to be replaced, but it could also be something far more complex, especially if accompanied by other P codes.
P0613: TCM processor
You don’t have to worry much about this code – it’s just telling you that there’s an internal error in the transmission control module (TCM). It’s a programming issue. You can take your car to the dealer and have the TCM replaced.
P0614: ECM/TCM incompatible
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This is another purely informational code, telling you that the ECM and the TCM aren’t on speaking terms. If you have this code, chances are that one or the other has been recently replaced, and if you installed a used part, it’s not configured to work with the newer part. On newer vehicles, these parts are programmed to work with just one specific vehicle, and can’t be programmed to work with another.
P0700: Transmission control system malfunction
Again, this is an informational code. With most vehicles, the TCM is the only computer that can turn on the check engine light. Samsung galaxy s duos 2 s7582 software free download. If there’s a problem preventing the light from coming on, you’ll see this code.
P0706: Transmission range sensor circuit range/performance
The transmission range sensor tells the TCM the position of the gear lever. It also contains a neutral safety switch, which ensures that you can only start your car in neutral or park. This code could indicate corrosion or other problems in the transmission range sensor.
P0715: Input/turbine speed sensor circuit malfunction
Your automatic transmission uses input and output speed sensors to determine whether your transmission is in the gear that the transmission control module (TCM) wants it to be in. If you see this code, it means that the TCM isn’t correctly calculating the shift pattern. You’ll usually find that the transmission goes into “limp” mode if this happens. A corroded connector or a problem with the wiring could be the problem, and the usual solution is to replace the input speed sensor.
P0720: Output speed sensor circuit malfunction
The speed sensors tell you how fast your output or input shaft is moving. If the TCM can’t read this information, your speedometer won’t read accurately. The output speed sensor may need to be replaced.
P0729-P0736
These codes all report problems with the gear ratio. The only difference in these transmission trouble codes is the gear that’s being identified. They’re all reporting the same error, but they’re reporting it for different gears. The TCM’s input and output sensors measure the speed of the input and output shafts, and if they’re not moving at the right speed, you’ll get these transmission trouble codes. Most of the time the problem is as simple as low transmission fluid, although it could also indicate problems with the torque converter clutch or a shift solenoid if combined with other P codes.
The torque converter turns the engine’s rotational speed into a twisting force to propel your vehicle, and delivers additional gear ratio when driving at highway speeds. A solenoid regulates the torque converter clutch, and if you see this P code it could mean that the solenoid is corroded or otherwise damaged. If that’s not the case, then it could be a problem in the wiring around the solenoid.
![Axion dpf 8505pt manual transmission system Axion dpf 8505pt manual transmission system](/uploads/1/2/4/7/124782683/778516064.jpeg)
P0750-P0770
These codes all relate to shift solenoid failure. Your TCM tells your transmission how and when to shift by opening one of these solenoids to allow transmission fluid to pass into the transmission’s hydraulic control section for the specific gear. If one shift solenoid malfunctions, the gear that it’s intended to control won’t work properly, if it even works at all. You’ll usually see other P codes along with these.
These are the most common transmission trouble codes. Once your mechanic has completed the computer diagnostics for transmission problems, he or she can advise you as to what repairs are needed.
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We’re told the 2018 Chevy Cruze diesel will be capable of 52 MPG on the highway. But read the fine print.
And then the bold print.
Yes, the car will be capable of 52 MPG on the highway… if you order it with the six-speed manual transmission. With the automatic, the number drops by 5 MPG, to 47 MPG.
That’s a helluva drop.
It’s also a helluva problem — as most people will probably want the automatic but be lured in by the media’s 52 MPG tub-thumping (and failure to mention the manual transmission fine print).
It’s weird, too, that the automatic is so much less efficient than the manual. In these latter days, it is usually the reverse: A given car with an automatic is generally more economical to drive than the same car with a manual, chiefly because modern automatics can out-shift a human-shifted manual and (typically) have a gearing advantage.
Which the Chevy’s automatic ought to have, it being a nine-speed automatic (vs. the manual six speed).
What is wrong with this picture?
Axion Dpf 8505pt Manual Transmission Oil Change
Why is GM’s new nine-speed automatic so inefficient?
And then there’s the bold print — the 2018 Cruze diesel’s window sticker MSRP: $24,670.
![Axion Dpf 8505pt Manual Transmission Axion Dpf 8505pt Manual Transmission](/uploads/1/2/4/7/124782683/868001441.jpg)
That number gives us a handle on the cost of Uncle — how much Chevy has to spend to make the diesel Cruze EPA-compliant, plus a profit margin.
The cross-reference here is the formerly available but Uncle-outlawed VW Jetta TDI. It stickered for just under $22k.
Which was several thousand dollars less than a hybrid like the Prius.
That made it an economical alternative to a hybrid like the Prius — which not only cost more but didn’t give you significantly better (enough to make up the difference) mileage.
But the Cruze diesel costs almost exactly as much as the Prius ($24,685; so $15 more than the Chevy), which means that in order to be an economical alternative to the Prius, the Cruze diesel would need to give significantly better mileage than the Prius.
It doesn’t.
So… why buy one?
If, that is, the major motivator is saving money on fuel. If it is some other reason, okay… but then we are having a different discussion.
The Jetta TDI that got fatwa’d out of existence delivered about the same MPGs as the numbers being touted for the Cruze.
But the Chevy is priced about $2,700 more to start than the VW was.
That’s the “TDI Tax” — the cost you’ll pay to buy an Uncle-approved diesel. Windows xp live iso. Which just happens to be a GM diesel.
Interesting.
It’s hard to put a number on the cost of not being able to by a diesel such as those VW used to sell. Which — for a while — were much cheaper to buy and also simpler, as a diesel engine ought to be.
It’s not just the MPGs that matter — or appeal — to diesel clientele. Lower operating costs, especially lower maintenance costs, were also a major factor.
“Were” italicized with reason.
The Cruze and other Uncle-approved diesels are not simple. They all have DEF tanks and DEF injection. You should know about this, before you rush off to the dealership. DEF is Diesel Exhaust Fluid — which is urea, which is (basically) “number 1” sprayed into the exhaust stream to modify the resultant exhaust product to a more Uncle-approved perfume.
The DEF must be topped off periodically — or the car’s all-controlling computer will shut the works down, Barter Town-style, if you fail to do so. Figure about $20 or so every three months, give or take. It’s not a huge sum, but it’s not free — and it is a hassle.
Even if you do faithfully keep the DEF tank topped off, the injection system (and the rest of the exhaust system) is even more complicated than a gas-engined car’s, with its multiple catalytic converters and oxygen (O2) sensors.
More complicated always means — more expensive. More things that could go wrong means more things that will go wrong. It’s inevitable. The press kit automotive press rarely brings such things up.
They ought to.
It is an axiom of engineering that simpler is better — if the object is to avoid downtime for repairs.
And the expense of repairs.
Axion Dpf 8505pt Manual Transmission Parts
Simpler is arguably why the Russians beat the Germans in World War II; the Russians’ equipment was less prone to not working at a critical moment than the Germans’ often technically brilliant but also breakdown-prone stuff such as the King Tiger and Jagdtiger tank destroyer.
The same goes for the fuel delivery system of modern diesels — which is no longer a simple mechanical system but instead a very elaborate electronic one, not unlike the direct injection systems used in gas engines.
And then there’s the fuel.
It used to be less refined and so — cost less.
Today, it is refined more in order to be Ultra Low Sulfur, and so it costs more.
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Forget using homebrew — biodiesel or anything that costs less. It’ll gum up the plumbing as well as void the warranty.
So what’s the reason for all the positive press about the ’18 Cruze diesel?
Can anyone explain why it would make economic sense to buy one? What is the “ROI” — the Return on Investment that GM is constantly mantra’ing about?
Gas engines have not only almost caught up with diesels on the mileage front (40 MPG on the highway now being fairly common), they are also catching up to the torque numbers produced by diesel engines, because of the widespread use of turbochargers.
For instance: The Cruze’s standard (and tiny) 1.4 liter gas engine makes 177 ft.-lbs. of torque at just 2,000 RPM. Very diesel-like — as is the mileage: 30 city, 40 on the highway. But the gas turbo Cruze lists for just $16,975 — a difference of $7,695 vs. the MSRP of the diesel Cruze.
Would you pay almost $8k more for 12 MPG better on the highway and maybe 8 MPG better overall? Not counting the higher per-gallon cost of diesel vs. gas? Plus the hassle of the DEF tank?
Axion Dpf 8505pt Manual Transmission Oil
Either I’m high… or everyone else is.