1) Safety & preparation
- Why: transmissions are heavy, contain hot fluid, and require correct torque/clearances.
- Do: work on a level surface, battery disconnected, proper jack stands/transmission jack, absorbent for spills, service manual and torque specs on hand.

2) Symptom verification (diagnose before teardown)
- Theory: symptoms point to which hydraulic/electronic/ mechanical circuit is failing.
- Check: fluid level, color, smell (burnt = overheated clutches), external leaks, engine/transmission mounts, driveshaft/axles. Scan for TCM/engine codes and read solenoid/TCM data if available. Road test to confirm: slipping (rise in RPM without torque), delayed/harsh shifts, no forward/reverse, constant neutral, torque converter shudder, noise.
- How this guides repair: pinpointing symptom narrows to low line pressure/pump/clutch wear (slip), valve body/solenoid/electrical (harsh or wrong timing), torque converter (no lockup/no drive), or mechanical damage (grinding/noisy).

3) Static hydraulic checks and basic tests
- Theory: automatic transmissions use a hydraulic pump to create line pressure that is routed by the valve body and controlled by solenoids/TCM to engage clutch packs and bands. If pressure is low or the valve body/solenoids are wrong, clutches won’t clamp correctly.
- Do: check fluid level and condition; if accessible, perform stall test and line-pressure test at pressure ports per FSM; operate shift solenoids with scan tool to see response.
- Interpretation: low line pressure → worn pump, worn clearances, leaking seals/clutches; correct pressure but wrong shifts → valve body spools, solenoid, or TCM control issue.

4) Decide whether to repair in-vehicle or remove unit
- Theory: some work (solenoids, filter, fluid change) can be done in-car; clutch packs, pump overhaul, torque converter or internal mechanical repairs require removal.
- How decision fixes fault: replacing a solenoid can fix electrical/hydraulic control faults; internal repairs restore mechanical/hydraulic integrity that cannot be fixed externally.

5) Removal (if required)
- Theory: proper removal prevents damage and preserves alignment of pump/torque converter and bellhousing.
- Do: drain fluid, disconnect driveline, linkages, cooler lines (label), torque converter bolts (if applicable), support transmission with jack and remove bolts. Keep torque converter on input shaft if required by procedure.

6) Disassembly and documentation
- Theory: contamination and wear patterns tell the failure mode (metal in fluid → bearing/gear wear; burnt clutches → overheating).
- Do: clean external dirt, split case, keep parts organized and photographed, mark orientation and stack of friction plates, keep valve body separated on clean bench.
- How it helps: systematic documentation ensures correct reassembly and identifies exact worn components.

7) Inspect and measure critical components (theory-focused)
- Pump: check rotor/trochoid, wear in pump housing and rotors, oil passages, and end-clearances. Theory: pump creates line pressure; worn pump clearances reduce pressure and cause slip.
- Clutch packs & steels: measure friction thickness and steel wear/heat marks. Theory: clutches transfer torque by friction; thin or glazed clutches slip under load.
- Bands/servos: check friction lining, servo pistons and bores, seals. Theory: a leaking servo piston cannot apply band correctly; damaged band lining reduces friction.
- Bushings & bearings: measure radial/axial play on shafts. Theory: excessive play misaligns clutch drums/valves, causing harsh shifts and wear.
- Planetary gearsets and carrier: check gear teeth and thrust surfaces for scoring. Theory: damaged gears cause noise and mechanical failure.
- Valve body: inspect spool bores, check balls, separator plate, and gaskets for wear or carbon. Theory: spools control hydraulic circuits; sticky spools alter shift timing or prevent engagement.
- Seals/gaskets: check for hardening/cuts. Theory: leaking seals allow pressure loss between circuits.
- Torque converter: inspect turbine, stator, one-way clutch and lock-up clutch. Theory: converter transmits torque and provides multiplication and lockup; internal damage causes shudder, slip, or no drive.

8) Decide repair path and parts to replace
- Theory mapping of failures to repairs:
- Low line pressure (pump wear, large clearances): replace or re-machine pump and replace pump housing/rotor or entire pump assembly to restore pressure-generating geometry.
- Slipping clutches (worn frictions or steels, burnt): replace clutch packs and friction plates to restore friction coefficient and pack thickness; install new piston seals to ensure proper apply pressure.
- Harsh/wrong shift timing (sticking spools, worn valve bores, bad solenoids): clean or replace valve body, ream/replace worn bodies or use valve body overhaul kit; replace solenoids; calibrate/replace TCM if electronic control flawed.
- Leaking seals/shafts: replace seals, O-rings, and install new gaskets to restore hydraulic isolation between circuits.
- Excessive endplay/bushing wear: replace bushings/ thrust washers to restore shaft alignment and reduce wobble that causes wear and harsh events.
- Torque converter issues: replace torque converter (rebuilt/new) or reman with new clutch, one-way, and balance if lockup or transmission/no-drive faults originate there.
- Mechanical damaged gears/bearings: replace planetary sets, sun gears, carriers as needed.
- Always use new friction packs, seals, gaskets, and any bolts/dowels per service manual.

9) Rebuild with correct clearances, seals and assembly technique
- Theory: correct endplay, drum clearance, and clutch clearance determine how pistons can clamp clutches and how hydraulic pressures translate into mechanical forces. Incorrect clearance leads to slip, drag, or harsh shifts.
- Do: install thrust washers, bushings, and measure side-clearances and piston-to-plate clearances; use specified snap rings and check ring lock gaps; install new piston seals and apply assembly fluid; torque bolts to spec; replace valve body separator plate gaskets; torque converter to engine or pump per procedure.
- How this fixes faults: restoring dimensioned geometry re-establishes designed hydraulic forces so clutches engage with correct clamp load and timing.

10) Valve body/solenoid attention
- Theory: valve spools route pressure to apply circuits. Solenoids modulate pressure electronically. Contamination or wear changes hydraulic timing.
- Do: ultrasonically clean valve body, inspect spool bores for scoring, replace worn spools/check balls and separator plate, test/replace solenoids, reinstall with correct gasket and torque.
- How it fixes faults: clean spools and new solenoids restore correct hydraulic timing and modulation, curing delayed or harsh shifts.

11) Torque converter fitment and testing
- Theory: torque converter must mate correctly with pump and input, torque converter clutch (TCC) must apply when commanded, and the one-way clutch/stator must function for torque multiplication.
- Do: ensure correct seating onto the input shaft (spline engagement), check for clutch slippage, replace converter if inner clutch contaminated or failed, bolt to flexplate with correct torque.
- How it fixes faults: replacing a bad converter restores lockup function and proper stall characteristics; prevents internal pump starvation or converter-caused slip.

12) Reinstallation, fluid, and initial checks
- Theory: fresh correct fluid provides proper friction and hydraulic properties; cooler lines must be free and functional; TCM/shift learning may be required.
- Do: refill with correct type and capacity per FSM, reconnect lines and electrical, torque bolts to spec, bleed air from cooler lines, ensure no leaks. Some vehicles require TCM relearn/initialization.
- How it fixes faults: correct fluid and bleeding ensure pressure circuits work correctly; relearn tunes shift points to the rebuilt hydraulics.

13) Break-in, road test, and validation
- Theory: new friction materials need controlled heat cycles to seat properly. Road test confirms pressures and shift quality under real load.
- Do: perform controlled test drive with progressive loads, recheck fluid level hot, scan for codes, re-check line pressure and shifts. Monitor for leaks and abnormal noises.
- How it confirms repair: stable line pressure and correct shifts under load prove pump, clutches, valve body, and converter are working as intended.

14) Common symptom→repair summary (concise mapping)
- Slipping under load: worn pump or pump clearances or worn clutches → replace pump and clutch packs; replace seals.
- Intermittent or incorrect shifts: contaminated/sticking valve body spools or failed solenoids or TCM fault → clean/replace valve body, solenoids; check TCM.
- No forward/reverse (but engine runs): torque converter or pump failure, or catastrophic internal failure → inspect and replace torque converter or rebuild internals.
- Harsh/shock shifts: bad solenoids/valve body, worn bushings causing misalignment, incorrect clearances → valve body service, bushing replacement, correct clearances.
- Burnt smell and metal in pan: severely overheated clutches and internal wear → full rebuild with new clutches, steels, bearings, replace damaged gears.

Key theory points to remember (no fluff)
- The automatic transmission converts engine torque via a torque converter and routes hydraulic pressure via the pump/valve body to engage clutch packs/bands that create the gear ratios in planetary sets.
- Reliable operation depends on: correct hydraulic pressure (pump & seals), uncontaminated precise valve-body control (spools & solenoids), sufficient friction material (clutches), correct mechanical alignment (bushings/thrusts), and a healthy torque converter.
- Repairs always restore one or more of those fundamentals: pressure (pump/seals), friction (clutches), control (valve body/solenoids), or mechanical integrity (bushings/gears).

Always follow the Nissan service manual for the exact transmission model used with your VG30E or KA24E for torque specs, clearances, and pressure ports.
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