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During the install of all the clutch assemblies,
Tom had been watching me throw things in the trash as I compared them to the new parts,
and decided to snap a picture to show the carnage that is developed while building
any transmission. All the friction materials, and backing plates created quite a heavy
pile for the sanitation engineers to haul off. |
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Here is one final view of the Input Housing (21),
with all the clutches, clips, pistons, and springs installed. |
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The tedious part really starts now. We have
turned over the Input Housing (21) and installed the one piece Turbine Shaft Oil
Seals (19). These little nylon compound units have to be stretched over the Turbine
Shaft on the Input housing and then compressed in place to shrink them back to
their correct size. This is a case where a $100.00 special tool is suggested, but
I still use 4 hose clamps, carefully compressing them to their maximum, but making sure
the sharp edges of the clamp don't cut or score them. |
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This is the Turbine Shaft Seals (19) with the
clamps removed. I leave the clamps on for about an hour to insure their shrinkage.
If one of these gets cut during installation, the tranny will fail within just a few
minutes, so upmost care is critical. |
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We have now installed the Reverse Input
Clutch Housing (5) on the Input Housing (21). The Clutches have to be line up
correctly and then placed over the hub and special care used to guarantee that all
the clutches are over the hub. Missing one and things just won't mate up during final
assembly and installation of the pump. |
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This has to be the point that will test
allot of technicians patience. We now place the Reverse Input
Clutch Housing (5) and Input Housing (21) package onto the Input Internal Gear (62).
The 6 clutches have to fall over the gear completely, and a series of twisting a
rocking motions are used as well as counting the clicks as each clutch falls onto the
gear teeth. In this case it took me about 3 minutes of jiggling to complete the tasks
but in the past I have spent a hair pulling hour trying to accomplish this feat.
If you have a short temper, this little exercise will put it to the extreme test. |
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Here is the correct look with everything installed.
If the Clutch housing is not well below the level of the Front Pump case face,
it is not completely enguaged with the gear and more work needs to be completed.
When the whole package seats on the gear, the rocking motion used to achieve the
seating, should be almost impossible to continue. That's a signal that all the clutches
are set and the output shaft end (86) has seated on the inner hub of the Input Housing (21).
We now install the 2-4 Band Assy (2) and make sure it is in correct alignment for the 2-4 Servo
shaft when installed. |
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This is a view of the Front Pump. There are
two split oil seal rings that have to be installed along with the Pump Thrust
Washer (1). Use the vasoline mixture to hold the washer in place for assembly as
well as lubrication. This washer is a nylon plastic, and barely any friction on this
during startup will cause heat and melt this washer to the Input Clutch Housing.
There is also a huge o-ring that needs to be installed on the edge of the pump and
a gasket that will go between the case and the pump. The kits usually give you two,
one for an early version and one for the later models. Select the correct one or
match it to the old one, as both are not interchangable. |
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Here I am checking for proper alignment
and clearances. If the pump doesn't go on fairly easy, it usually means your wasting
a turbine shaft seal or a pump oil seal, so if in doubt, pull the pump back off
and make sure nothing is cut. It's easier to fix mistakes now than have to completely
pull the tranny back out of the car, drain the fluid and start over. |
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Here is the view with the installed pump. For
anyone that has been around Automatics, but never inside them, this is the most famaliar
site they will remember with the Torque Converter removed. |
