G1 automatic transmission: fluid, leaks, mounts

Incorrect: An output shaft seal leaks at the rear of the case or at a transaxle's axle opening, not out of the converter housing.

Incorrect: The extension housing seal is at the rear of the transmission; its leak wets the driveshaft yoke, not the bellhousing.

Incorrect: A pan gasket leak wets the pan rail and drips from the pan edges, behind and below the bellhousing cover.

Incorrect: A cooler hose leak wets the line and its fittings outside the case; fluid would not collect inside the bellhousing.

Correct: The front pump (torque converter) seal sits inside the bellhousing, so its fluid collects at the bottom of the inspection cover.

Incorrect: With no DTCs and no testing done, replacing a shift solenoid is guessing.

Incorrect: Resetting adaptive tables comes after the basics; with low or damaged fluid the unit would relearn the same harsh shift.

Incorrect: Replacing the valve body is a major repair made only after testing points to it, never as a first step.

Correct: Fluid level and condition are the first preliminary check; low or burnt fluid alone can cause a harsh 1-2 shift.

Incorrect: A fast-learn is run after a repair or reset; it does not tell the technician whether the fluid is right.

Incorrect: An open solenoid circuit would appear as its own code in the TCM; P0700 only says that some TCM code exists.

Incorrect: Converter slip has its own codes; P0700 alone does not identify a slipping converter.

Correct: P0700 is a flag: the ECM reports that the TCM has set a code, so the technician reads the specific DTCs stored in the TCM.

Incorrect: P0700 names no mechanical fault; condemning the internals on it alone skips reading the TCM codes.

Incorrect: The TCM is working well enough to report a fault; P0700 does not mean the module itself failed.

Incorrect: A clogged injector causes a lean stumble or hesitation, which lowers engine output instead of letting RPM jump.

Incorrect: Converter shudder is a vibration at light cruise during clutch apply, not an RPM flare during an upshift.

Incorrect: A misfire makes the engine stumble and lose power; it does not raise RPM without road speed.

Correct: A flare means engine speed rises while output does not follow; the clutch for the next gear is slipping instead of holding.

Incorrect: A restricted exhaust limits power all the time; it would not make RPM flare during one shift.

Incorrect: Technician A is right that most dipstick checks are made idling in Park or Neutral, but Technician B is right as well.

Incorrect: Technician B is right that the vehicle must sit level, but Technician A's idle-in-Park-or-Neutral rule is also correct.

Correct: Both statements describe the standard check: engine idling in Park or Neutral as the manufacturer specifies, with the vehicle on level ground.

Incorrect: Each statement matches the usual service procedure, so rejecting both is wrong.

Incorrect: The wrong fluid can cause shift complaints, but by itself it does not turn ATF dark, thick and varnished.

Correct: Dark brown, thick fluid with a varnish smell is ATF that has oxidized from heat.

Incorrect: Even in a high-mileage unit ATF should not be thick or smell of varnish; this fluid needs service and further checks.

Incorrect: Water makes ATF milky or cloudy; it does not produce a varnish odor.

Incorrect: Coolant in ATF turns it pink and milky, not dark and varnished.

Incorrect: A flush replaces fluid but does nothing about why the level dropped.

Incorrect: A universal ATF may not meet the manufacturer's specification, and a top-off of any kind does not explain the loss.

Incorrect: Adding fluid and returning the car hides the leak, and the level will drop again.

Correct: Fluid well below ADD with no complaints is leaking somewhere; inspecting for external leaks comes before simply refilling.

Incorrect: Leaving the level well below ADD risks slipping and overheating; the cause has to be found now.

Incorrect: 1,800 is an arithmetic slip; 92,500 minus 91,200 is 1,300.

Incorrect: The odometer (91,200) has not reached the due point of 92,500 yet, so the service is not overdue.

Incorrect: 28,700 is how far the car has gone since the last service (91,200 − 62,500), not the distance to the next one.

Correct: The next service is due at 62,500 + 30,000 = 92,500 miles, and 92,500 − 91,200 leaves 1,300 miles.

Incorrect: 2,500 is just the tail of the due mileage (92,500); the gap from 91,200 is 1,300.

Correct: A sharp burnt odor with poor shifting means fluid and clutches are overheating; more driving can destroy the unit, so it should come in on a tow truck.

Incorrect: Waiting a week while driving lets the slipping and overheating continue.

Incorrect: Driving even slowly keeps loading overheated clutches and can turn a repair into a replacement.

Incorrect: A bottle of friction modifier will not repair burnt clutches and can make shifting worse.

Incorrect: A cooler flush is a later service step; the immediate need is to stop the damage.

Incorrect: 5.3 quarts is about half of the dry capacity; this service removed 40%, not 50%.

Incorrect: 6.3 quarts is the 60% that stays in the converter, cooler and passages, not what came out.

Incorrect: 2.1 quarts is 20% of capacity, half of what this service removed.

Incorrect: 10.5 quarts is the dry capacity after a rebuild; a pan drop never empties the converter and cooler.

Correct: 40% of 10.5 quarts is 0.4 × 10.5 = 4.2 quarts, the amount drained and refilled.

Incorrect: Technician A is wrong: the HOT mark is for fluid at operating temperature, and cold fluid at that mark will rise above it once warm.

Correct: Technician B is right: ATF expands as it heats, so a cold reading at the HOT mark means the unit is overfilled.

Incorrect: The two statements contradict each other; only Technician B reads the cold dipstick correctly.

Incorrect: Technician B's reading is correct, so rejecting both is wrong.

Incorrect: The master cylinder is on the firewall, and brake fluid is clear to amber, not red and oily.

Correct: Transmission cooler lines run to the radiator and use rubber hose sections crimped onto steel tubes; red oily fluid there points to them.

Incorrect: A radiator tank leaks coolant, which is watery, not oily.

Incorrect: The steering rack sits low at the front axle, not at the radiator's hose-to-tube joints.

Incorrect: A water pump leaks coolant from its weep hole on the engine, not from a crimped hose on a metal line.