The shift feel is probably moved to the high clutch engagement in Reverse anyway. With an enhanced shift feel, increased torque capacity and smooth engagements, drop-in Torqkits are designed to help tear up the drag strip. The most significant modification was introduced in 1984. When I got it all apart, I found that most of the clutch plates were in good shape. Gear ratios: 1 2 3 4 R 2. I am experiencing some confusion in pin pointing the exact tranny I have and the proper rebuild kit to look for. I would think a clearance of 0.
This same transmission is used in the with the addition of an auxiliary oil pump and hybrid-aware electronics. I see what you mean about 660. The inside of the solenoid collapses over time onto the shaft causing it to stick. If you are handy you can dis-assemble the solenoid and drill it out a bit. It carried over some parts from the light-duty and , but was generally a new design. They are very durable, if, as with any other auto, they are properly maintained.
A Hydra-Matic 3T40 transmission, produced between 1979 and 2001, at the Overview Manufacturer Production 1979—2001 Body and chassis 3-speed Related Chronology Successor The Turbo-Hydramatic 125 was the first in a line of from designed for application. Designed for configurations, the series includes 4 forward gears. The torque converter smoothly couples the engine to the planetary gear system through three multiple disc clutch packs, one roller clutch and one band, to produce three forward speeds and reverse. This will be at least the third one going into this van… Today I assembled and installed the final drive unit…I need to locate a new reaction ring gear mine has a broken tooth before I can proceed. I will take a look at the link too, since I'm doing something to the trans should go all the way. I would expect to see more wear on the forward and direct clutches, which spend a lot more time applied, but those ones were fine. ??? If, after all this, it looks like you may have to go really deep to find out what is wrong.
To comment on a part of the text, you can select a part of the text with your mouse - and then the comment options will appear allowing you to also share a part of the text on social network pages. The 440-T4 was originally slated to be used with downsized C-Body cars for 1984. Thanks again for following up on your progress. That still leaves the question open about what to do with the selective backing plate 659 for which I see no callout or table for selective sizes. Thanks for the detailed answer. Also there is a snap ring above the stack up that may set the clearance.
It is designed for 1. Gear ratios: 1 2 3 4 R 2. So, 99% of the time, the clutch is released and should not be wearing. You can't get anything better than the Alto-Red Eagle Frictions and the Kolein Steels. Suggest dropping the pan, and checking for broken parts.
That would be the clearance you are shooting for. View our , and our. Thanks for sharing your find of the broken tooth on the ring gear. Virtually no internal parts were shared with the 125, and overdrive was achieved by departing radically from the standard single Simpson compound planetary gearset's common sungear layout. It looks to me like a thicker spacer would move the clutch piston away from the top wave plate.
I am experiencing some confusion in pin pointing the exact tranny I have and the proper rebuild kit to look for. All other surfaces in the same clutch pack are fine. The thermal restrictor should also affect the engagement of the reverse clutch. Plus my buddy just got a header to go along with his intake and exhaust. The synthetic will hold up to the temprature extremes better.
I thought of another way to check that clearance. This article relies largely or entirely on a single. It is not a problem outside the trans. The car lost all ranges. Once the trans get warm, the solenoid engages but doesn't release.
This is very bad, especially for boosted cars. But the solenoid is connected this way: one of the wires is +12V. However, the two plate friction surfaces that run against the wave plates of the low-reverse clutch pack are completely worn down to the metal. They didn't say that they wouldn't install it, just said they woulnd't reccomend it. You might use the forward clutch clearances as a guide. Most transmissions either use one or the other to control shift points and shift smoothness. What are you looking for? The Torque Converter Clutch was added to increase fuel economy by eliminating the fluid coupling of the transmission at road load conditions, replacing it with a direct mechanical connection.
The trans was rebuilt using the stock torque converter a few months prior. Your find above is for the redesign and modification for the forward clutch engagement. You can take the side cover off to get to it without having to take frame members off. No previous signs of slippage, hesitation, stalling or lack of power whatsoever. The 4T40 and 4T45 were assembled at in , Canada. I like your idea for measuring the clearance — similar to the plasti-gauge method of checking engine bearing clearances — but I have no spec on what this clearance should be.