Theory — what the transmission band does and why adjustment matters
- Automatic transmissions use planetary gearsets and bands to hold one drum or element stationary so another element can rotate — that produces different gear ratios. A band is a steel strap lined with friction material that wraps around a drum; a hydraulic servo pulls the band tight when that gear must be held.
- Effective operation depends on correct band clearance (lash) and sufficient friction material. If the band is too loose (excess clearance or worn lining) the drum will slip during application: delayed engagement, slipping under load, burnt fluid, overheating, poor acceleration and erratic shift timing. If the band is too tight it drags continuously: overheating, chattering, excessive wear, burned fluid and eventual seizure.
- Adjustment restores the designed clearance so the band contacts the drum only when the servo is commanded, producing crisp, timed gear applications without slip or drag. If lining is worn beyond spec or the drum is scored, adjustment alone cannot restore correct operation — replacement or overhaul is required.

Symptoms that indicate a band adjustment may be needed
- Slip or delay into a specific gear (e.g., slow engagement to drive or reverse)
- Burnt transmission smell, overheating localized to that gear usage
- Shudder or slipping under load in a distinct gear range
- Excessive transmission fluid temperature and contamination but correct fluid level
- Gradual deterioration of shift quality localized to one band-controlled gear

Preparation and safety (do these first)
1. Obtain the Hino FG17 / FG19 factory workshop manual for the exact band identification, adjuster locations, and specification values (clearance, turns, torque).
2. Tools: metric square/box wrenches, screwdriver, feeler gauges (if manual spec uses gap), torque wrench (for cover/locknuts), jack stands or lift, rag, clean drain pan, safety glasses, gloves.
3. Warm the transmission to normal operating temperature (fluid warmed) because clearances change with temperature. Typical method: run vehicle to operating temp or drive short distance.
4. Park on level surface, set parking brake, chock wheels. If wheels/drive shaft will need to turn, support vehicle safely on lift or stands. Avoid running engine with wheels unsupported in a way that can cause hazard.

Ordered procedure (conceptual steps — follow the manual for exact access, gear positions and numbers)
1. Identify which band(s) control the faulty gear(s) and locate the band adjuster(s) under the transmission inspection cover(s). Remove the inspection cover(s) and gasket(s) to expose the adjusters and band ends.
2. With transmission at operating temperature and selector in NEUTRAL, ensure parking brake and chocks are secure. Some adjustments require the engine idling; others are done with the engine stopped and the gear manually positioned — follow the manual’s requirement for your transmission.
3. Position the transmission so the band is in the apply position used for adjustment:
- Many procedures instruct you to select the gear that applies the band (for example, REVERSE or 1st) and hold it there (with parking brake) while adjusting so the servo is in the apply position. Some manuals require a slight engine run to pressurize the servo — only do so if safe, with wheels chocked and vehicle supported.
4. Back off the locknut and loosen the adjuster so you start from a known condition (some manuals say turn adjuster in to eliminate free play then back off specified amount; others specify measured clearance). Record the initial adjuster position if needed.
5. Set the adjuster to the specified clearance/gap or to the “light drag” method:
- Clearance method: use a feeler gauge between band and drum (or piston link point) and set to specified gap.
- Drag method: tighten the adjuster until a slight drag is felt on the drum when rotated by hand (or until a specified torque/hold reading), then back off the adjuster the specified fraction of a turn (commonly 3/4 to 1 turn depending on design). The service manual gives the exact target.
6. Secure the adjuster locknut to specified torque while maintaining the adjuster setting so it does not move.
7. Repeat for other band(s) if required.
8. Reinstall inspection cover with new gasket or sealant to spec. Refill/check fluid level and condition (top up to correct level with correct fluid).
9. Road/operational test: With safe conditions, perform controlled road test through all gears to verify shift timing and absence of slip, chatter or overheating. Re-check fluid level after driving and re-inspect for leaks.
10. If symptoms persist, measure band clearance and friction lining thickness against service limits. If lining wear or drum damage exceeds limits, replace band or rebuild the transmission.

How the repair fixes the fault (mechanical cause → corrective action)
- Fault: Excess band clearance or worn lining causes the band to contact the drum too late or not fully during servo application. Result: partial slip during the gear application, heat generation, delayed or soft engagement, and burnt fluid.
- Repair action: Adjusting the band reduces the clearance so that when the hydraulic servo applies the band it clamps the drum firmly during the commanded interval. This restores the required frictional lock of the component in the planetary gearset so the gear can produce the correct ratio without slippage. The tightened-but-not-dragging setting ensures the band is off the drum when not commanded, preventing continuous drag.
- Over-tightening fixes slack but creates continuous drag: the band rubs the drum even when the servo is released, producing heat, wear and contamination — so correct clearance is essential, not maximum tightness.
- If adjustment eliminates symptoms, the root cause was clearance increase (wear, stretch, or initial misadjustment). If symptoms recur quickly or do not improve, root cause may be worn lining, glazed or scored drum, weak servo spring or hydraulic pressure problem — these require part replacement or hydraulic troubleshooting.

Checks and limits after adjustment
- Verify no overheating and that fluid is not burnt/contaminated. If burnt, fluid and filter change and inspection for further damage is needed.
- Re-check after 50–100 km and after the transmission cools. Some settling occurs; a recheck ensures locking nuts held and setting is stable.
- If adjustment hit the limit (full take-up with worn lining), replace the band and/or drum because adjustment cannot restore material that is beyond service limits.

Concise troubleshooting table (cause → symptom → action)
- Loose band/worn lining → delayed engagement/slip → adjust band; if adjustment reaches limit, replace band/drum
- Band too tight → hot fluid, poor fuel economy, chattering → loosen to spec; check for seized servo or misset adjuster
- Hydraulic pressure low → slipping despite correct band setting → pressure test servos and pump; repair hydraulic fault
- Drum wear/scoring → noise, chatter, rapid lining wear → replace drum and band

Final notes
- Exact adjuster locations, number of turns/back-off and torque values are model-specific. Use the Hino FG17/FG19 workshop manual for the numeric specs and any special procedures (e.g., which gear to select during adjustment). Adjustment is a corrective action for clearance/wear; persistent or repeated faults indicate worn parts or hydraulic failure that require replacement or overhaul.
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From the Archives: Hino FG Series Old footage of the Hino FG Series truck.

From the Archives: Hino FG Series Old footage of the Hino FG Series truck.

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