Jarad Warren
Jarad Warren
Jared is a technical specialist for ATRA’s HotLine, a seminar leader, and a contributing editor for GEARS Magazine. Jared’s introduction to the automatic transmission industry came early: His father was a transmission rebuilder, and he rebuilt his first automatic when he was just 13 years old. By the time he was 15, he was working in a transmission repair shop. Since coming to work for ATRA, Jared has built a reputation for his work with valve body diagnosis and repair. His articles on valve body vacuum testing have helped redefine the way shops approach valve body diagnosis, reducing comebacks and improving their bottom line. He’s also been a featured speaker at Expo and ATRA’s regional seminars, and on the online webinar program. And his writing in GEARS has earned recognition through the International Automotive Media Awards.
Understanding GM 6T40 Solenoids
The GM 6T40 is becoming very familiar in transmission shops; some are calling it the new breadwinner. The 6T40 came out in 2008 in the Chevy Malibu, but you’ll see it in the Chevy Aveo, Cruze, Equinox, and Sonic; the Buick LaCrosse, Encore, and Regal; the Saturn Aura; and the GMC Terrain. There are two generations of 6T40: generations one and two. In this article, we’re going to look at the...

948TE Checking Fluid Levels
It seems that every few months we hear of a new transmission coming to market. It’s hard to keep up with all the different transmissions and different ways of checking their fluid levels. One day soon, you may find yourself faced with a 948TE 9-speed transmission in your shop. The 948TE appears in Acura TLX and MDX, Chrysler 200 and Pacifica, Fiat 500X, Honda Pilot, and Jeep Cherokee and Rene...

Ford 5R110: Money in Your Pocket
It’s no secret that the parts margin on some transmissions is higher than it should be. On the 5R110, parts can get expensive real fast, such as the coast clutch drum, pump, low diode, direct drum, and solenoids. Some jobs will need less; others more. But what if you could take the solenoids off your parts list and add labor time for rebuild the solenoids at the same time? The 5R110 solenoids...

Simple Solution Equals Big Savings: Subaru CVT Gen 1
If you work on Subarus and like to save money, this article is for you. We have a very simple solution to a very expensive problem. Lately it seems as though you can’t buy anything separate, such as when you need a single solenoid but have to buy an entire valve body, because the solenoid isn’t available separately. The Subaru CVT Gen 1 has been on the road for over six years now. It’s...

Subaru 5AT Valve Body Explained
The only thing more difficult than working on some of today’s valve bodies is working on them when there’s no information available. Such is the case with the later version of the Subaru 5AT valve body. According to the manufacturers, if you have a problem with one of these valve bodies, you need to buy a new one… at considerable cost. No doubt that works for them. But out in the real ...

A Look Inside Subaru CVT Generation 2 Part 2
In the April, 2016 issue of GEARS, we looked at Subaru Gen 2 and tore down the back half of the transmission, and removed valve body and the lower pan. In this issue we’re going to continue the teardown and make a tool necessary to get these transmissions rebuilt and back on the road. REMOVING THE CASE In part 1 of this article we prepped the case for removal. The valve body, linkage, and baff...

A Look Inside Subaru CVT Generation 2 Part 1
In this article, we’re going to look inside a Subaru 2nd generation CVT. We’ll inspect the front of the transmission, and look over the pump and its drive components. Then we’ll cover the solenoid locations and case passages for testing. And we’ll tear down the transfer case clutch assembly and learn a testing tip for reassembly. PUMP The pump is chain driven at a ratio of 1.33:1 of e...

Diagnosing With Consistent Results
Probably the toughest kinds of problems to fix are the ones you can’t see. Sometimes the actual cause of the problem is buried or hidden where you can’t really evaluate it the way you would a worn clutch or broken servo. Too often, when you can’t see what caused a burnt clutch, you may find yourself replacing all sorts of related parts, just to make sure you found the root cause of the fa...