1) Safety & prep
- Theory: working on an automatic transmission involves heavy parts, pressurized fluid, and flammable/poisonous fluids. Proper lifting, jack stands, drain containment and clean work area prevent injury and contamination.
- Fix effect: avoids secondary damage and ensures accurate diagnosis/repair.

2) Confirm symptom and limit-scope diagnosis
- Typical symptoms for a failed automatic clutch pack/torque-converter lockup: slipping under load, slow/soft engagement from stop, burning smell, high engine RPM without proportional vehicle speed, shudder at specific speeds, poor fuel economy.
- Tests to quantify problem (why): stall test and road behavior show whether torque is being transmitted; fluid inspection (color, smell, particles) shows overheating/contamination; static line-pressure test with gauge shows if hydraulic apply pressure is sufficient. These tests differentiate low hydraulic pressure vs. mechanical wear vs. control (solenoid/valve-body) faults.
- Fix effect: directs repair to correct subsystem (hydraulics, friction materials, valve body, or torque converter).

3) Preliminary serviceable items before teardown
- Drain and inspect ATF: dark/burnt fluid or metal particles = clutch burn/steel wear. Replace if contaminated and retest.
- Check transmission pan magnet for metal debris; inspect filter if accessible: clogged filter/strainer reduces fluid flow and apply pressure.
- Theory: clean fluid and filter restore flow and pressure; but if friction is burned or plates are thin, slipping persists.
- Fix effect: sometimes corrects minor slipping caused by blocked flow or degraded fluid; if not, indicates internal component replacement needed.

4) Hydraulic/valve-body check
- Remove pan, inspect valve body, servo pistons, check-balls, springs, and apply pistons for scoring and stuck movement.
- Theory: the valve body directs line pressure to clutch apply pistons. Sticking valves, worn bores or collapsed springs reduce apply pressure or timing, causing partial apply/slip or harsh shifts.
- Fix effect: cleaning, replacing worn valves/ springs/solenoids or replacing valve body restores correct pressure routing and timing so clutches receive full hydraulic force.

5) Torque converter inspection
- Remove converter and inspect inside (starved or contaminated fluid, damaged lock-up clutch friction surface, spline integrity).
- Theory: torque converter lock-up clutch or internal stator/impeller damage can mimic clutch pack slip: lock-up not engaging or slipping under load reduces drive torque. Also a failed converter can contaminate transmission fluid with clutch material.
- Fix effect: repairing or replacing the torque converter restores correct torque multiplication and lock-up clutch torque transfer. If converter is contaminated, it must be replaced or thoroughly cleaned to avoid recontamination of new clutches.

6) Transmission removal and disassembly (if internal clutch packs are at fault)
- Disassemble to access clutch packs, steels, pistons, seals, drums and planetary sets. Measure clutch plate thickness, steel warp, sleeve and bearing wear, piston bore tolerances and pump/line clearances.
- Theory: automatic clutches are multiple friction discs and steels stacked in a drum. Hydraulic pressure compresses the stack via a piston; friction material and steels transfer torque by friction. Wear reduces available friction area and changes clearances, reducing torque capacity and causing slip. Worn seals allow pressure bleed off.
- Fix effect: disassembly lets you identify worn elements that reduce clamp load or create misalignment.

7) Replace wear items (rebuild)
- Replace friction plates, drive steels, piston seals, O-rings, bushings, sprags/one-way bearings (if worn), and band linings/servos if applicable. Use a quality rebuild kit and replace any burnt or warped steels.
- Theory: new friction material restores coefficient of friction and thickness; new seals restore hydraulic apply pressure; new bushings restore concentricity and reduce drag/fit issues.
- Fix effect: corrects root mechanical causes of slipping (loss of friction surface, leaking seals, excessive clearance) and restores clutch pack torque capacity and engagement firmness.

8) Reassemble with correct clearances and tolerances
- Clean all parts, install new check-balls/springs where required, set end-play and drum clearance per factory specs, verify piston travel and spring preload.
- Theory: clutches need correct pre-load and clearance so when hydraulic pressure is applied, friction faces mate properly across full area. Incorrect clearance causes partial engagement or immediate mechanical binding.
- Fix effect: proper assembly ensures hydraulic force is translated to mechanical clamping force reliably and evenly.

9) Refit torque converter and bench-test (if possible)
- Fill converter with ATF, ensure splines/lube, and spin-test for smooth engagement if rebuilt. If lock-up clutch replaced, bench-test clutch apply where feasible.
- Theory: pre-filling prevents dry starts; bench testing verifies internal function before reinstall.
- Fix effect: reduces risk of immediate post-install failure and recontamination.

10) Reinstall transmission, refill with correct fluid, initial checks
- Torque fasteners to spec, connect cooler lines, fill to prescribed level with correct ATF. Start engine, check for leaks, perform pan/line pressure test with gauge to confirm apply pressure in gear and at idle/drive.
- Theory: correct fluid type and level ensure hydraulic system pressure and friction characteristics are correct; pressure testing verifies that seals and valve-body routing provide intended apply pressure.
- Fix effect: confirms repair restored hydraulic parameters before road testing.

11) Road test and dynamic verification
- Verify shift quality, apply firmness, absence of slip at various loads, correct lock-up operation (if equipped), and absence of shudder. Re-check fluid level hot.
- Theory: only under load and temperature will residual issues emerge (e.g., minor leaks, warped steels causing shudder).
- Fix effect: proves restoration of torque transmission and identifies any final adjustments needed (band adjustments on some transmissions, valve-body rework).

12) Why each repair step fixes the fault — summary mapping
- Worn friction plates/steels → Replace plates/steels → restores friction surface and stack thickness → eliminates slip.
- Leaking piston seals or worn bores → Replace seals/re-bore or replace piston assemblies → restores hydraulic pressure and clamp force → eliminates weak apply.
- Contaminated/burnt fluid and clogged filter/valve body → Flush fluid/filter and clean/repair valve body → restores fluid properties and flow → restores clutch function and shift control.
- Faulty torque converter (lock-up or internal damage) → Replace/repair converter → restores torque multiplication and lock-up torque transfer → removes torque loss and shudder.
- Worn bushings/splines/planetaries → Replace bearings/bushings → restore alignment and reduce play → prevents uneven wear and clutch engagement problems.

Keep torque specs, clearances and pressure targets to factory service manual values for the exact Toyota transmission in your 22R/22R-E application; correct assembly tolerances and tested line pressures are essential for a durable repair.
rteeqp73

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