Volvo Transmission Adaptation Procedure

A Solution That Eliminates The Need For Costly Repair

Here is some reference information contained in a TSB regarding the Adaptive Transmission Procedure that the technicians employ.

A/T - AW55-50 Hard Shifts/Shift Flare

NO: 43-27

DATE: 1-22-2004
MODEL/YEAR:
MY 2001- S60, V70, V70 XC, XC90 2.5T

SUBJECT:
AW55-50 Adaptation Procedure

CHASSIS:
All

Reference:
For all other cars with the AW 55-50, please see TNN 43-20

THIS TNN SUPERCEDES THE PREVIOUS TNN 43-27 DATED 7-15-02. PLEASE UPDATE YOUR FILES. Updated for XC90 2.5T

DESCRIPTION:

The AW55-50 gearbox relies on adaptive data to properly adjust its shift pressure. This data is collected and memorized by the TCM and then used to adjust shift feel/quality. If the adaptation is not complete, it may result in: - Shift Flare: Engine RPM increases during a shift. This symptom often feels like the car has temporarily lost drive or the transmission is slipping. It is usually the 2-3 upshift that flares the most.

- Harsh Down Shifts: Harshness felt during a coast-down shift (zero throttle downshift).

- Harsh Garage Shifts: Harshness when shifting P-D, N-D, P-R, or N-R while at a standstill.

- Harsh Neutral Control Engagement/Disengagement: After coming to a complete stop in Drive, with your foot on the brake the TCM waits 2 seconds and then disengages drive to reduce emissions and minimize idle vibrations. This disengagement is normally smooth and isn't felt by the driver. If adaptation is not complete then a "thud" can be felt in the car 2 seconds after coming to a complete stop. When the brake pedal is released, the re-engagement of Drive should be relatively smooth. A harsh re-engagement can be felt if the adaptation is not complete. Neutral Control is present on all 2001 MY S60s and V70s. It is also present on non-turbo 2002 S60s and V70s produced before January 2002.

The TCM can sometimes take many miles to fully adapt. To assist in the process, a function called "Control Module Adaptation" has been included in VADIS. This mode is useful when the car is new, the gearbox, valve body or TCM have been replaced, or anytime you want to be sure that the transmission is fully adapted. The picture shows where to find the function. There is no need to "Reset the adaptation to zero", unless a piece of hardware, such as the valve body or gearbox has been replaced.

ADAPTATION MODE:
When you follow the procedure, you will first be directed to check which software version is in the TCM. This is because some cars need to be loaded with the latest software for the function to work (Please refer to TNN 43-24). Once you have checked the software, you will be directed to the procedure. After reading through the procedure and using VADIS to put the car into Adaptation Mode, you can begin the adaptive test drive.

When the transmission oil reaches 65̊Celsius (150̊F.) a text message will appear in the DIM to confirm that you are in Adaptation Mode. It will remain in this mode until the car is shut off. If the transmission oil temperature exceeds 110̊Celsius (230̊F.), Adaptation Mode will be suspended and the text message will disappear until the temperature comes down.

The transmission does not adapt while in Geartronic or Winter mode; do not use those modes at any point in this procedure. While the car is in Adaptation Mode the orange triangle in the center of the instrument cluster (DIM) will flash just after a "perfect shift". A perfect shift is one where the TCM has reached its adaptation target for that particular shift.

To adapt the Upshifts:
1. Use 'D' range. The TCM does not adapt while in Geartronic. From a standstill, accelerate lightly (about 1400 RPM) up to 4th gear. Keep the throttle steady during the acceleration. Come to a stop and repeat this maneuver until the orange triangle flashes after each of the three shifts. It may take several accelerations to complete this. You will not reach 5th gear at this small throttle opening.

2. Perform another steady acceleration, all the way up to 5th gear. This time use a higher throttle position (about 1800 RPM). Repeat the maneuver until you see the orange triangle flash after each of the four shifts. Remember to keep the throttle steady.

3. Again accelerate up to 5th gear from a standstill; this time at an even high throttle opening (about 2500 RPM). Repeat the maneuver until you see the orange triangle flash after each of the four shifts. Remember to keep the throttle steady.

NOTE: The TCM is continuously adapting. Not every shift will be a "perfect shift". For example, you will not see the triangle flash after every 1-2 shift. You only need to see it flash once for the 1-2 shift at each throttle opening to know that the adaptation has reached its target.

To adapt the Downshifts:
1. Use 'D' range. The TCM does not adapt in Geartronic. Drive along at about 45 MPH in 5th gear. Release the throttle and gently brake until you are at a standstill. Use very light pressure on the brake pedal.

2. Repeat this maneuver until the orange triangle flashes after each of the four downshifts. It will take several decelerations to adapt all of the shifts. If you are having difficulty, increase or decrease the pedal pressure you are using.

NOTE: The TCM is continuously adapting. Not every shift will be a "perfect shift". For example, you will not see the triangle flash after every 3-2 shift. You only need to see it flash once for the 3-2 shift during this maneuver to know that it has reached its target.

To adapt the Garage Shifts:
1. With the engine idling and your foot on the brake, shift to 'N'. Wait 5 seconds; shift to 'R'. Wait 5 seconds and shift back to 'N'. The adaptation has reached its target when the orange triangle flashes after you shift to 'R'. If the triangle flashes once, you do not need to see it every time after that. This is because the TCM is continuously adapting.

2. With the engine idling and your foot on the brake, shift to 'N'. Wait 5 seconds; shift to 'D'. Wait 5 seconds and shift back to 'N'. The adaptation has reached its target when the orange triangle flashes after you shift to 'D'. If the triangle flashes once, you do not need to see it every time after that. This is because the TCM is continuously adapting.

To adapt the Neutral Control:
NOTE: This only applies to certain cars. They are listed in the "Description" section of this document.

1. Drive along slowly (about 5 MPH) in 'D' range. Gently bring the car to a complete stop. Repeat this maneuver until the orange triangle flashes a few seconds after you stop the vehicle. This tells you that the Neutral Control engagement is adapted.

2. With the engine idling and your foot on the brake, shift to 'D' range. Wait about 25 seconds and you will see the orange triangle flash, telling you it is ready to adapt. After it has flashed, release the brake pedal and allow the car to crawl forward. Repeat this maneuver until the triangle flashes just after releasing the brake pedal. This tells you that the Neutral Control disengagement is adapted.

NOTE: The TCM is continuously adapting. Not every shift will be a "perfect shift". For example, you will not see the triangle flash every time you release the brake pedal. You only need to see it flash once to know that the neutral control adaptation has reached its target.

Once you have adapted the Upshifts, Downshifts, Garage Shifts and Neutral Control, the procedure is complete. When the ignition is switched off, the TCM automatically exits adaptation mode.

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Volvo S60 Transmission Problems

- flush your fluid every 20-30k miles. Volvo manual says don't do it, which has been proven to be wrong. If you haven't ever flushed and you're at or less than 60k, then flush now.
- use Mobil 3309 or Dexron IV for all s60s, takes anywhere from 8-10qts (avlube.com ~$50+shipping is best deal)
- use the radiator flush method not the drain pan drop method

- if you have more than 60k miles and you're asking if you should flush, you need to. But instead of using the radiator method, remove the drain plug on the bottom of tranny (19mm if I remember, and brass-colored) and that will drain about 4qts of the fluid. Fill up to correct marking
- if you don't flush your fluid ever, you're not "gambling" if your transmission will fail. You guarantee it. What's a gamble is if it happens today, tomorrow, or 6 years from now. 

- ALWAYS get the software updates. It's silly to say that you think the dealership is trying to screw you out of your warranty. one of the main reasons the tranny was so faulty was the many software issues the TCU had


If your transmission still flutters after doing all this there are 2 more known issues with the 2001-2004 transmissions:
1) B4 servo cover: this will cause flares shifting in/out of 3rd gear. It is a very simple, cheap fix. It's literally a cover with some o-rings that has been redesigned many many times. www.ipdusa.com has it for sale under s60/transmission/b4 servo
2) valve body solenoids: you basically have to remove the existing ones, clean it out, and replace with new ones. There's no fix for this. It comes down to the fact that some of the workings of the automatic transmission before MY2004 were sized too small, and clog up too easily (so flush your fluid frequently!)

My recommendations:
- do the b4 servo even if you don't need it if you have a MY2001-2004 s60
- flush your fluid every 15k with mobil 3309
- get a transmission cooler (quick, easy, cheap install)
- get a transmission temperature gauge (easy) and monitor your temperatures
- get the latest software

Read more...

A Complete Guide to S60 Transmission Shift Flares, Slipping or Missing Gears

To avoid the information getting lost, I copied this guide from: http://volvoforums.com/forum/volvo-s60-10/complete-guide-s60-transmission-shift-flares-slipping-missing-gears-59684/


What is this?
This is an attempt at producing a complete, thorough guide to solving automatic transmission shifting problems on Volvo S60s, 2002-2009. It is intended to be a complete primer for anyone who only knows that problems exist and very little else. It is basically a compilation/summary of a large amount of knowledge dispersed online.

I hope people of all experience levels will find this useful. I broke it up into sections to allow you to quickly scan through the information. What you will find below was gained through this forum, other websites, notably ipdusa.com (an online Volvo parts dealer), and my own experience with a 2002 S60 T5 with 125,000 miles. 

I have very limited automotive knowledge, and I apologize in advance if I have misinterpreted or wrongly assumed anything.


Contents

1.0 The Problem

1.1 Shift Flares

2.0 Solution

2.1 Updated B4 Servo Cover
2.2 Transmission Flush

2.2.1 Function of Transmission Fluid
2.2.2 Problems with ATF
2.2.3 Assessing the Quality of ATF
2.2.4 Type of ATF to Use

2.3 Software Update

3.0 Procedure

3.1 Replacing the B4 Servo Cover
3.2 Performing the Transmission Flush
3.3 Performing the Software Update

3.3.1 TCM Update
3.3.2 Adaptation
3.3.3 Reset Oil Counter

4.0 Results and Conclusion

4.1 Thank You
4.2 Responses Welcome

5.0 Resources

5.1 Websites
5.2 Volvo Forums

1.0 The Problem
The common problems on the transmissions in the early year models seems to be "shift flares" and sometimes generally hard shifting. These happen when the transmission "misses" a shift or "slips" between gears. Most of the time shift flares occur when shifting between gears 2 and 3. 

The transmission in my T5 is an Aisin Warner AW55-50/51SN. It's the Volvo-branded "Geartronic" transmission.

1.1 Shift Flares
A shift flare occurs when the transmission shifts from one gear to another (usually between gears 2 to 3). Instead of shifting smoothly and seamlessly, the transmission is goes into "neutral" with no gear engaged. After a few seconds of delay, the next gear engages. This can be a frightening situation when unexpected. Your foot stays on the accelerator as you expect a smooth transition between gears. When a shift flare occurs, the engine revs high, since the car is essentially in neutral, so that once the next gear finally engages, it slams into gear hard, shuddering the car. This is apparently where most of the physical damage is likely to occur to the transmission. Shift flares occur randomly, although you may find some correlation between flaring and other events, or environmental factors such as temperature. In my personal experience, I noticed much more pronounced flares after going through a lot of stop-and-go traffic, when the lower gears are shifting up and down a lot.

2.0 Solution
There are three primary services you can perform to remedy these problems short of rebuilding or replacing the transmission altogether. They are substantially cheaper than a rebuild or replacement and are the main focus here, though you should take note of these solutions to prevent problems even if you haven't experienced any yet. In fact, prevention of these problems is ideal since it means there is likely no physical damage, which cannot be reversed by this process.

The three services are listed below. I consider them a "three-legged stool" with each one just as important as the others. They are listed in the order I performed them, but there isn't necessarily a specific order that needs to be followed. Ideally, they should be done around the same time.

• Install updated B4 Servo Cover.
• Perform a transmission flush or drain-and-fill.
• Have the transmission software updated.

2.1 Updated B4 Servo Cover
In my personal experience, this is the single-most effective remedy to solving the shift flare problems. This section is somewhat limited as I lack a full understand of how the B4 servo cover works from a technical standpoint.

The B4 servo cover is literally a round piece of metal that is a cover for the B4 piston mechanism. A B4 servo cover is on automatic transmissions in 2001-2009 S60s. The problem lies in the design of the B4 servo cover. Early transmissions, like the Aisin Warner AW55-50/51SN in my 2002 S60 T5, apparently have the most problems. Generally, the later the year model, the less flawed the design of the B4 servo cover is likely to be. After problems started cropping up, Volvo learned, and they started redesigning the B4 servo cover. According to ipdusa.com, Volvo changed the design of the cover multiple times, presumably before coming to the optimal design. So, even if you don't have the oldest and presumably most flawed B4 servo cover, it still may not be the latest and greatest.ipdusa.com states that "the latest design is stock on later models" but doesn't specify which models exactly, later stating that 2004 and newer models "usually" aren't affected.

To the non-technical eye, there are only minor visible differences between an old B4 servo cover and the new one, and it can be hard to believe these changes would make any difference in the mechanical function of the transmission. However, I believe the cover has something to do with the hydrostatic pressure of the fluid inside the transmission that affects the shifting behavior. The ipdusa.com description of this product states, "It's ironic how this inexpensive part can save someone from a costly transmission replacement."

2.2 Transmission Flush
A transmission flush involves replacing all the old fluid in the transmission with new fluid. There are two types of transmission flushes. One I have read about online involves dropping the fluid pan--a real flush.

The other a drain-and-fill, the one I performed, is much simpler but less thorough. However, a drain-and-fill may be preferable to a full flush on transmissions that have been severely neglected. A flush can knock loose particles that damage moving parts when they circulate around with the fluid (according to IPD). A drain-and-fill is less likely to disturb those particles.

I have also read suggestions to install a magnetic filter in the transmission fluid line to capture metal particles from the fluid after doing a drain-and-fill. This sounds like a good idea, but I didn't do it.

2.2.1 Function of Transmission Fluid
Again, I lack deep technical knowledge of the inner workings of transmissions so I will only provide a simple explanation here. Automatic transmissionfluid (ATF) is a hydraulic fluid, meaning it is under pressure. It is also a lubricant which minimizes friction and wear on the moving parts within the transmission. 

2.2.2 Problems with ATF
For a variety of reasons the fluid degrades. As the fluid quality degrades, it becomes less and less effective at meeting the performance standards the transmission is designed for. Also, even with the fluid acting as a friction reducer, the moving parts inside the transmission wear on each other to a limited extent. Over time, small metal filings end up in the fluid and help to wear the parts even more quickly. Thus, it is essential to flush the ATF at regular intervals to prolong the life of the transmission. 

A major cause of ATF not being changed is that Volvo didn't (and may still not) recognize that the fluid needs to be changed, *ever*. Volvo owners manuals state that the fluid is lifetime. This has obviously not turned out to be the case. The dealer I went to for the software update, said they *do* recommend a flush every 50,000 miles.

2.2.3 Assessing the Quality of ATF
The quality can be roughly determined by checking the color and the smell of the fluid. The transmissions we are discussing use fluid that must meet JWS 3309 specification (see the next section). Fresh, new ATF has the color and viscosity of red cough syrup and has a slightly sweet smell. Essentially, the further your ATF varies from these properties, the worse its condition. For example, when I flushed mine, the old ATF was black (like soy sauce) and had an offensive, slightly burnt smell. Basically, it was on the opposite end of the scale from new ATF.

2.2.4 Type of ATF to Use
The fluid to use must meet the JWS 3309 specification. I ordered Mobil ATF 3309 from AV Lubricants (Petroliance) (Petroliance DBA AV Lubricants-Your ExxonMobil Oil Distributor!). The Mobil product is not the cheapest option (You can expect to pay about $7-$8 per quart, and you will need 12-14 quarts.). I have read about other people using a Toyota-branded ATF called T-IV that is the same thing as the Mobil and apparently quite a bit cheaper. There is also a Volvo branded ATF. It's the same stuff. Those are the primary options, not the only ones. Whatever you decide to use, just make use it meets the JWS 3309 specification.

2.3 Software Update

Another cause of the problems is related to the TCM (transmission control module), the computer that controls the transmission. Like the B4 servo cover, the software has undergone numerous changes.

The update is usually best done at a Volvo dealer since it requires the expensive Volvo VADIS system. There are probably good indie shops that can do the update as well. With the B4 servo cover update, IPD strongly recommends a software update. I also strongly recommend getting the TCM update. From my experience, it does make a big difference.

The shop can also do an adaptation procedure that makes the TCM to "relearn" how to shift and adapt to your driving style. It essentially involves clearing the stored adaptation memory and forcing the TCM to accumulate new data.

Lastly, they can also reset the ATF oil counter. I don't know what that does. It probably just lets the TCM know how old the fluid is.

3.0 Procedure
This section will focus on the "how-to". I won't provide step-by-step instructions for every procedure, but I will identify where you can find such instructions and add additional comments and tips based on my personal experience.

A friend with non-model/make-specific knowledge of vehicles and I, with very limited automotive knowledge, were able to replace the B4 servo cover and flush the transmission in about 6 hours total. We would have finished quite a bit sooner if we had known a few small tricks. You may choose to have this work done by a mechanic or the Volvo dealer. My hopes are that by passing on this knowledge you will feel more confident in doing these procedures and be able to do them more easily yourself. Especially if your budget is limited, doing the work yourself is very cost-effective. In total, I spent about $170 to change the B4 servo cover and flush the transmission.

3.1 Replacing the B4 Servo Cover
The B4 servo cover is a round metal cover located on the transmission housing. It is accessed by removing the driver side wheel. I ordered the new B4 servo cover kit from ipdusa.com for around $21. The parts came in a Volvo-branded box and came with well-explained instructions from IPD. The same instructions are available as PDFs on their website under the product description, so even if you don't buy the parts from IPD, you can still use their instructions. However, I will say that I was very pleased with IPD. They also provided a bolt that is essential for doing the work.

First, be prepared to and have the basic tools for removing a tire. Next, you'll need a special tool called a snap-ring pliers. I bought a cheapo $4 pair with interchangeable heads, and they worked fine. Simply follow the IPD instructions carefully, and you shouldn't have any problems.

However, one important note that the IPD instructions are missing is to remove the large plastic underbody cover underneath the engine. It is attached with 6 bolts and comes off easily. This may be obvious to more seasoned DIYers, but we struggled for more than an hour until we took the underbody cover off. Taking the cover off gave us better access to the work area, but most importantly, it allowed us to use a long pry bar to gain more leverage when installing the new B4 servo cover. Before we removed the cover, we struggled unsuccessfully to depress the new B4 servo cover using a regular-sized screwdriver (It was all that would fit with the underbody cover in place.).

After you get it installed, the last step of the instructions have you basically drive around to let the car "relearn" how to shift under the new conditions. Immediately I noticed a huge difference. Shift flares were eliminated and shifting was less harsh in general. The instructions said to expect a few driving cycles for the transmission to learn, but I didn't notice any "learning curve." However, a few days later, problems started cropping up again but much less significantly. 

3.2 Performing the Transmission Flush
I bought the flush kit from ipdusa.com. Using this kit doesn't perform a true flush, it's really a drain-and-fill. IPD provides good instructions instructions with the kit. People on this site have pointed out that it's way overpriced for what you get: a hose and a replacement o-rings and clip. That said, if you're new to this, like I am, I would suggest getting the kit so you know you have exactly what you need. It comes with a green plastic clip and a metal one. For the 2001-onwards S60s, you'll need the green plastic clip and have a extra o-ring. The metal clip is for older models. The instructions don't make that clear. Take note of how everything is put together when you take it apart and you won't have any problems.

The IPD flush kit costs about $23.

You will also need to purchase 12-14 quarts of ATF meeting the JWS 3309 specification. The 12 quarts of Mobil ATF was $87 from AV Lubrications. See section 2.2.4 above. I also ordered an additional 2 quarts from IPD--for good measure.

3.3 Performing the Software Update
The last and easiest step. Take the vehicle to a Volvo dealer service shop or a good indie shop and ask to have the TCM (transmission control module) software updated. It is separate from the normal software updates, which dealers usually perform automatically with regular maintenance. You have to ask (and pay) for the TCM update. I explained what I work I had done, and this is the service they recommended and did. The car stayed at the dealer 2 days, which wasn't bad because they provided a loaner car for free. The total cost was around $150 for the software work.

3.3.1 TCM Update
First, the dealer checked for a TCM (transmission control module) update, which it needed. They also checked for any "death codes" that might indicate the transmission was about to die imminently. Thank goodness that wasn't the case. I was told I would be better off putting my money into a replacement than the software update if they got the death code.

3.3.2 Adaptation
They also reset the adaptation memory. I have read different things about this procedure, and I don't know exactly what they did at the dealer. However, when I got it back, the service guy told me to drive it normally and that the TCM would adapt over the next 15 or so "key cycles." He said they cleared the adaptation memory and that the TCM would need to re-accumulate transmission data.

I specifically asked how I should be driving during the adaptation since I've read that you have to drive it slowly. The service guy said if you drive like a grandma, drive like a grandma, if you punch it at every intersection, punch it at every intersection. He explained that this is how the TCM adapts to your particular driving habits. During that time, I tried to do get a good cross-section of my usual driving habits, from fairly aggressive street driving to fast freeway driving to painfully slow creeping in rush-hour freeway traffic.

3.3.3 Reset Oil Counter
The third thing the dealer did was to reset the ATF oil counter since I told them I had changed drain-and-filled the transmission. I'm not exactly show what that does. It may let the computer know how old the fluid is. Nevertheless, it can't hurt.

4.0 Results and Conclusion
It's been 2 weeks since the B4 servo cover update and the drain-and-fill and 1 week since the software update on my 2002 S60 T5 with 125,000 miles. The overall improvement has been about 95% (100% being a complete reversal of all the symptoms). Since then, I have experienced 2-3 hard shifts (2 of those might have been "mini" shift flares). Each time, I was pushing it rather aggressively. The most common problem that occurs every 2-3 days is a delay when shifting from Park to Drive before actual engagement. If I avoid hitting the gas immediately after throwing in Drive, I've been able to avoid a harsh engagement.

After the first two steps, I saw about a 70% improvement, with some hard shifts, especially after heavy stop-and-go traffic, and fewer, shorter and much less intense flaring. The software update took car of the rest. I read that the TCM update adjusts the shift profile to be in the optimal part of the torque curve more often, for T5s especially (Drive Line - Howard's Volvo Maintenance), and after the update, I noticed the TCM tended to let the engine rev higher before shifting (around 2400 rpm, as Howard's Volvos says). 

While I don't consider this a permanent fix, I believe it will last me a year or two until I can afford to completely replace the transmission if I choose.

I highly recommend doing these procedures. You will almost definitely see an improvement. If the transmission has suffered physical damage as a result of flaring, there's nothing you can do to repair it short of a rebuild or replacement. The unknown variable in my situation was how much, if any, physical damage had been done. While I suspect it has been damaged some, it's at least drivable now.

4.1 Thank You
A special thanks to everyone on this website for all the great tips and suggestions. I would, in all likelihood, be getting an expensive transmission replacement right now, if I hadn't had this resource. I hope this post returns part of the favor. If you have a specific question or need clarification, please don't hesitate to post or contact me directly.

Also, thanks to the larger online Volvo community. It's great to now be a fellow Volvo owner, despite the headaches. 

4.2 Responses Welcome
I know I have most likely left out valuable information or made suggestions others would disagree with. I welcome comments. Please just be sure to note the section number in your response so others can cross-reference the information as easily as possible.

5.0 Resources

This list is by no means exhaustive.

5.1 Websites

AV Lubricants. Distributor of Mobil ATF 3309. Based in OH.
Petroliance DBA AV Lubricants-Your ExxonMobil Oil Distributor!

Howard's Volvo Maintenance: Transmission Issues. Provides a lot of useful advice and solid explanations on the transmission issues discussed here.
Drive Line - Howard's Volvo Maintenance

ipd (ipdusa.com). A Volvo parts supplier based in Portland, OR. Good selection of aftermarket and OEM parts. Very helpful instructions provided with some parts. Good explanations in some product descriptions. Trustworthy and helpful.
Volvo Parts, Accessories and Performance Specialist Since 1963

ipd: Haynes Repair Manual.
Haynes Shop Manual - UK Edition

Wikipedia. "Geartronic." Background info.
Geartronic - Wikipedia, the free encyclopedia

Wikipedia. "List of Aisin transmissions." Background info.
List of Aisin transmissions - Wikipedia, the free encyclopedia

5.2 Volvo Forums

"S60 T5 transmission slipping." My original post on this issue.
S60 T5 transmission slipping
"01 S60 Transmission."
S60 T5 transmission slipping

"2001 S60 T5 Transmission ?."
2001 S60 T5 Transmission ?

"2001 S60 TRANSMISSION ADVICE."
2001 S60 TRANSMISSION ADVICE

"2001 S60 Transmission fluid change."
2001 S60 Transmission fluid change

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Life’s Little Instruction Book (30 pics)

The instructions mentioned in this book are priceless!

Life’s Little Instruction Book (30 pics)

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