Remanufactured Transmissions Vs Rebuilt and Used Transmissions

Transmissions can sometimes be very costly to repair if they require a complete rebuild. When they require a rebuild, you are often asked to spend quite a bit of money to have a problem fixed that you probably don't understand very well.
Transmission Repair Cost
Getting an accurate price quote for a remanufactured or rebuilt transmission is important. There are many different types of transmissions and each type requires different parts and different rebuild kits.
When a transmission requires an overhaul, there are generally three options that you have. The first is to remove your existing transmission and rebuild it, then put the same, newly rebuilt unit back in your car. The second option is to replace your existing unit with a remanufactured transmission. The third is to replace your existing unit with a used transmission.
Rebuild / Rebuilt Transmission
In an overhaul typically done at a transmission shop (also known as rebuilding a transmission), the transmission is removed from the vehicle and completely disassembled with the parts laid out on a workbench. Each hard part is inspected for wear and damage and then either cleaned in a special cleaning solution, or replaced with another part depending on its condition. Parts that have friction surfaces, such as bands and clutches are replaced as are all seals and gaskets. The torque converter is also replaced, usually with a remanufactured one. Upgrades are typically performed to fix any original design defects from the year of manufacture. Automobile manufacturers often make upgrade kits available to transmission shops to resolve these design defects.
Remanufactured Transmission
The remanufacturing process brings a transmission back to as "new" as possible (original equipment). Most internal transmission parts are replaced and any worn parts are brought back to original production specifications. Technical service bulletins are checked and performed. The remanufactured transmission is fully tested and usually comes with a 3 year or longer warranty. There are several brands of remanufactured transmissions sold by auto parts stores and repair shops.
Used / Junkyard Transmissions
Used transmissions normally have high miles and no guarantees. Added to that, the exact make, model, engine size and computer coded transmission has to be installed in your vehicle. Many times, you will be responsible for the labor costs (several hundred dollars) and fluid costs (around $50) of removal and reinstallation if the first unit does not work properly. For every unit that does not work properly, the costs of installing a junkyard unit will double. If the unit is found to have high mileage (there is no way to tell), the unit will fail at any time.
Choosing An Option
When choosing an option, try to be as informed as possible. There are many honest transmission shops and remanufactured transmission companies. But just remember one last piece of information: "Cheaper is not always better".

Need an estimate on a remanufactured, rebuilt or used transmission now? Visit http://www.TransmissionRepairQuotes.com or call 866-812-7560 for estimates on rebuilt and remanufactured transmissions today.

Article Source: http://EzineArticles.com/?expert=Corey_Turner

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Selecting Gear Lube for Your Engine Parts

Gear lube is the type of motor oil used for transmissions, differentials, and transfer cases in trucks, automobiles, and other heavy equipment in order to prevent metal-to-metal contact that can cause severe damage. It has a higher viscosity, or thickness, than regular motor oil. This helps the lubricant to move through the moving parts when there are no pumps present to push it through the system, which is the case with much of the heavier equipment.
After viscosity, it is important to consider which type of gear lube you need. There are many different types, but most fall into these three broad categories:
Rust and Oxidation Inhibited (R&O).
This type does not include antiscuff additives or other agents, but it does a good job of preventing corrosion and excess foam. It is designed for moving parts that operate at high speeds but with low, consistent loads. It is not intended for use in engines that are prone to spikes in activity.
Antiscuff.
This is also known as an extreme pressure (EP) lubricant, and it performs far better than R&O oils. The antiscuff lubricants contain special additives that make them stronger and able to carry larger loads. One of these common antiwear additives is sulfur phosphorous, which works to alter the machine surface to prevent the adhesive in boundary lubricants from wearing away. Other additives include molybdenum-disulfide (moly), graphite, and borates. An advantage to these additives, compared to sulfur phosphorous compounds, is that their activation does not depend on high surface temperatures. However, sulfur phosphorus additives can eventually harm machine surfaces, especially yellow metals. Engines that perform well with antiscuff gear lube are those that operate under heavy loads or at slow speeds, as well as those that have regular spikes in activity.
Compound.
This type of lube is mixed with a synthetic fatty acid to increase its strength and lubricity. It is commonly used in worm gear applications, where the gears move in a regular sliding motion and are built from metals that may corroded if antiscuff lubricants are used. Compound lubricant is also known as cylinder oil, since it was originally used for steam cylinder machinery.
Finally, you will want to choose a base oil that's suited to your particular equipment and application.
Mineral Base Oils: This type is suitable for most uses. It allows for greater film thickness in certain applications. However, the inherent properties of this type make it unsuitable for many high-temperature applications. After the refinement process, many inorganic compounds remain. Three in particular-oxygen, sulfur, and nitrogen-can allow oxidation, acid development, and sludge formation.
Synthetic Oils: This type is an engineered product designed to generate a chemical reaction based on the machine's pressure and temperature. The high-purity chemical components have strong molecular bonds, so they are less likely to break down or allow oxidation. These strong bonds also keep the lube from getting too thick when it's cold or too thin when it's hot. They generally offer more consistent protection in sliding applications.

When considering the type of gear lube for your vehicle or heavy equipment, the owner's manual is the first place to find the recommended viscosity, type, and base oil. Alternatively, a service professional should be able to recommend something for your machine, based on the type of equipment and your use. Having the right lubricant is essential to keeping your machines running efficiently and effectively for many years.

When they need gear lube, Lester Prairie residents should check out http://syntechlubrication.com/gear-lubes/.

Article Source: http://EzineArticles.com/?expert=Andrew_Stratton

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Proton MPV contest

Proton MPV contest: It is time to put your talent to the test. Take a break and put on your thinking cap. Malaysia's first ever national multi-purpose vehicle (MPV) by PROTON is almost ready. And PROTON is giving you a once-in-a-lifetime chance to create history, by giving a name to the MPV.
Think of a name for our newest family member. The best name submitted could win you a brand new Proton MPV. There are other prizes to be won as well.

Sponsor & Eligibility The sponsor of this Proton MPV Naming Contest ("Contest") is Perusahaan Otomobil Nasional Sdn Bhd. ("PROTON").
This Contest is open to all Malaysian residents older than 18 years of age as of 08/09/2008. Each contestant represents and warrants to PROTON that he/she has the right, authority and power to enter into the Contest in accordance with Contest Terms and Conditions and shall provide such proof as PROTON requires.

Proton MPV - latest photos

Proton MPV first batch to roll out mid-Sept 2008

The Proton MPV will begin on-road testing from the 12th of September 2008 onwards, so we'll be able to spot it on our local roads and hopefully get some nice clear photos possibly from mid-September onwards. It will be launched to the public in March 2009.

Proton sources have confirmed that the Proton MPV will initially come with the 125 horsepower Campro CPS found in the highline GEN2 CPS facelift. The car will ride on 15 inch wheels which should be easy on the fuel consumption as well as tyre change bills as smaller tyres are cheaper. 125hp is far from sprinty on a heavy vehicle especially with all 7 seats occupied, but it is still more powerful than the 1.3, 1.5 and 1.6 liter engines that almost all B-segment Japanese MPVs have to make do with. A turbocharged Campro engine is said to be in the works but according to inside sources if any other engine options other than the CPS engine are to be available for the Proton MPV, next in line is more likely to be a turbodiesel engine. In fact, Proton may have played a part in (successfully) lobbying for the recent drop of diesel road tax rates to the same level as petrol road tax rates.