Noisy Gear Drive

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Noisy Gear Drive
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A car, for some, is one of those assets, which are more valuable to them than their life. Why not? Some of them spend their entire savings in getting a dream car and free themselves from the transportation problem, which a commoner face everyday. However, with the purchase of a car, comes a responsibility. You need to be aware of every trouble that a car can face and take required action before it is too late. One of the parts, which require more attention from your end, is the Starter motor.

You should make sure that the car is being observed properly, if you notice that the starter motor is making noises, which you are hearing for the first time. If you do not take care of this problem beforehand, there are possibilities that you will get stranded in the middle of nowhere.

The noise, which can be somewhat similar to a slow cranking, may take place either due to the battery, its cables or the starter. Batteries can be checked for free in most places where they are sold. If they are working fine, then your next attention should be on the connections. Make sure that the connections are tight and clean. It is quite wise, if you check the voltage out at the starter end of the cable that connects the battery with the solenoid. This allows you to find out that if the full voltage is being provided to the starter motor or not.

In case you are hearing a clicking sound but the starter does not turn the engine, there are possibilities of the solenoid to have some problem. It may be that the solenoid is unable to pass the power to the starter motor from the battery. Again, in this case, you need to check the cables and the batteries to know, if they are the problem or not. Now, you should try taking couple of huge lugs on the starter solenoid using a screw driver. This will help you in finding out if the starter motor is running without getting the solenoid engaged or not. Make it a point that the car is in park and you are first setting the parking break. If the motor is spinning up and sounding good, solenoid is the main cause of your problems and it should be replaced as soon as possible.

There is another problem, which can come up is that the flywheel is not disengaging with it. This makes enough noise to cause a burn in your ear. It can be responsible for a wears on the gear and bushings of the starter motor, when it is moving at a high speed. There are times when the starter cannot disengage even if you stop the engine. If your car has manual transmission, you should put the car in gears and move it forward & back for releasing the starter from flywheel. This is mainly caused due to the broken spring, which actually assists the drive to retract whenever starting motor has its power cut. Even though these solutions sound complicated, once you get acquainted to them, they would surely cause you little worry.

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2009 Jeep Compass - A Jeep for the Urban Jungle

Like the Dodge Caliber hatchback, also launched as a 2007 model, the Compass uses a continuously variable transmission (CVT) as an alternative to the standard five-speed manual gearbox. In fact, the Compass and the Dodge Caliber share the same basic structure. Built on a passenger-car chassis, the Compass lacks the "Trail Rated" status granted to other Jeeps, and its off-road capabilities are on the mild side. Unlike Dodge's Caliber, though, Compass has a 4WD-Lock button, for use on slightly rougher terrain.

Nearly all models hold a 2.4-liter four-cylinder engine, developing 172 horsepower and 165 pound-feet of torque. A Compass may have either front-drive or all-wheel drive. Jeep offers a smaller (2.0-liter) engine as a credit option, only for the lower-cost Sport model with front-drive. An AutoStick feature for the CVT permits manual selection of simulated "gears." Start-offs with the CVT are rather leisurely. Highway passing response isn't bad: nothing to induce driving excitement, but the Compass gains speed with pleasing steadiness.

Engine noise is a problem, but it's not troubling as you approach the desired velocity. Manual mode with the AutoStick feature works almost like the real thing, providing quick "upshifts" from the virtual "gears," but downshifts may be trickier at times. Downhill, it helps keep speed down, though not like a serious off-road vehicle or one with manual shift. The five-speed manual gearbox is on the vague side, thus not inviting to use. The Compass clutch doesn't engage so nimbly either. In addition, the engine sounds noisy in each lower gear, without delivering much more energy than the CVT manages.

For 2009, each Compass got a redesigned interior, including a reworked instrument panel and a center console with a split lid. Chrome accents the new round climate-control vents. Padded armrests are new, along with LED-illuminated cupholders. More insulation was installed to reduce noise, and suspension tuning was revised. Sport models include air conditioning, a tilt steering column, split-folding rear seat, stereo with MP3 capability, fabric upholstery, foglamps, and 17-inch alloy wheels. Limited editions add leather-trimmed, heated bucket seats and a leather-wrapped steering wheel with audio controls. Also on the Limited are 18-inch aluminum wheels and "uconnect tunes," which includes a 30-gigabyte hard drive for storing music files.

Front seats have short bottoms and a somewhat hard seatback, and don't feel abundantly cushioned. Despite compact external dimensions, occupants enjoy plenty of front headroom and elbow space. Backseat space is abundant for two, with tall headroom but limited leg space. The center rear position is bearable, but that rider must straddle cupholders at the rear of a long console. Seatbacks are stiff, too. Unlike the front seat, the back feels generally cramped and overly cozy. Gauges are modest in size on a basic instrument panel, but they're easy enough to read. The average-size glovebox is easy to reach, with an open compartment above.

Full-length roof rails are standard, along with a high rear spoiler and "clamshell" hood. Rigid vinyl cargo-area flooring removes and washes easily. The standard 60/40-split rear seatback reclines in Limited models. Standard safety features include curtain-type airbags, plus all-disc antilock braking with rough-road detection (which alters braking effect) and electronic roll mitigation. The three-mode Electronic Stability Program can be set to full-on, semi-on, or full-off.

Ride quality is quite lovely on glassy-smooth roads. Moderate bumps and holes undeniably interfere with ride comfort, but a Compass behaves quite well on gravel surfaces. Rather light steering is accompanied by easy maneuverability. The Compass takes curves without excessive body lean, though it's not absent, either. Road noise can annoy on certain surfaces.

Fuel economy is a strong point. The Environmental Protection Agency (EPA) gives manual-shift models with either 2WD or AWD an estimate of 23 mpg in city driving and 28 mpg on the highway. With the CVT, estimates dip to 21/25 mpg for 2WD and 21/24 mpg with AWD. A Sport model with the smaller engine and CVT gets a 23/27 mpg estimate.

Despite its limitations, this Jeep qualifies as a generally enjoyable vehicle. Compass competes against a group of small crossover-type SUVs, including the Toyota RAV4, Kia Sportage, Honda CR-V, and Hyundai Tucson. Target buyers are in their late 20s, likely making their first new-vehicle purchase. Prices start at $19,095 (including the $630 destination charge) for a Sport model with front-drive and a manual transmission. The continuously variable transmission adds $1,100. An all-wheel-drive Limited model with manual shift stickers for $25,205. A navigation system and Rallye Group package are available.

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03 Saturn Ion 5spd trans "buzzing" noise, anybody know?

It happens while rolling, in gear or neutral rolling down hill, noisiest at 60mph, makes it in gear up on blocks with no load, too, it started on I65 in KY, and I drove it home to Detroit that way, waiting for it to grenade, but it just keeps going, changed trans fluid, no diff. Worry, ignore, or fix asap? It's a made in Japan(toyota?)uses T-IV fluid.

Without actually hearing the sound myself, a couple of things come to mind. Could be a bad pressure relief valve in the pump. This can usually be repaired without removing the transmission. It must be taken care of immediately to prevent a total transmission failure, due to low pressure and the subsequent overheating.

Another thing it can be is a bad planetary gear. If so, nothing can be done short of a total rebuild. It will only get worse, and eventually will fail completely. Sometimes it'll last a couple of days, sometimes it can go for years like this.

Take it to a reputable transmission shop for a proper diagnosis. Problem with this approach is the fact that most tranny shops will just about automatically TELL you that you need a new transmission, whether it can be repaired or not.
This is not to say that they WILL be lying, just that you may never know for sure. You may wish to get a second, third, & even fourth opinion. Good luck finding a competent and honest shop.

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This morning, I jumped off my outrigger, bought a pair of pearl earrings for $2 on a near-deserted beach, jumped back on the boat and sailed off. Boracay, you delicious creature, you've taught me an essential lesson: one must always carry change when island-hopping in South-East Asia.

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