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| 10-Aug-05 |
Transmission Rebuild Part 1 |
Transmission Transition
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The transmission is finished and ready to be installed. This is one of the only times that I've gone back and altered an existing article after it's been published. I've made a point not to do that but in this case I feel I should. I've added a notice to the first transmission buildup articles from June 2000 and deleted the original builder's company name and phone number since they're no longer in business.
As I said in the last transmission article, after 20+ hours of tear-down to remove the trans from the car (and who knows how long to put it all back together), the last thing I want to do is take it back out again – at least for a few years or until I forget the pain. That's why I was VERY selective this time around when choosing a shop to do the work. I actually visited several shops and gathered referrals from customers!
The team at Jay Egge Automatic Service takes pride in what they do and it's obvious through their unbridled enthusiasm as they talk about transmissions. They also have all the latest tools and technology to professionally build and test their work before it leaves the shop. I wish I'd taken the trans to them the first time around! (Hindsight is 20/20)
There were several things wrong with the transmission. The pump was out and the torque converter was bad. That's probably why it was locked up all the time and slipped in every gear. The 3-4 clutches were toast and the 1-2 clutches were barely there. As to why all these things were bad or what caused what, we can only speculate and I don't want to start pointing fingers. I just want it right.
The original text explaining the transmission's components and inner workings should be fine, so I left it un-altered but I must point out that I was unable to test the hydraulic lockup conversion as described in the article and it will now be electronic (controlled by the Accel DFI computer).
So your probably asking how do I know it's going to work this time? To that I answer "I dyno" :) - Actually I DO know because of the dyno. Egge's tests every transmission they service before it leaves the door. Shops that don't own an expensive transmission dyno will probably argue that if you build them right you shouldn't need to test them but given the amount of work to remove a transmission from the majority of vehicles, wouldn't you like to know for sure that it works right BEFORE you put it in?
There can be defects in even the best of new parts (believe me, I know). If there's questionable or inconsistent pressure, a noise or erratic shifting, you'll find it on the dyno and can correct it before it goes out the door. This makes returns virtually non-existent and makes total sense to me. Like I said, I don't enjoy removing and installing transmissions and I doubt there are many who do.
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 A sling and electric hoist is used to mount transmissions to the dyno. The mounting plate is riddled with bolt patterns and there are multiple plates to cover every transmission. |
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 I'm used to seeing engines or vehicles on dynos but it was strange to see a transmission on one. It's so quiet! There's no exhaust noise, just the slight whirling of the gears and the sound of the 40HP electric motor that spins it. |
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 A load is applies to the transmission during testing just as it is on an engine or wheel dyno. |
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 They have adapters and testing programs for nearly any transmission made including front wheel drive and I'm sure that's part of the huge expense for one of these machines. Fluid is circulated through a sump system during use and they have the ability to choose the fluid that fits the requirements of the transmission being tested. Pretty cool! |
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