I heard there is an updated model as well? The relatively reasonable cost of a new set of plates and steels is probably worth the expense if the vehicle is used for towing, hauling, or other heavy-duty or high-performance use, the heavy-duty 3-4 clutch pack is advisable. The engine revs very high, but the vehicle slows down when the driver tries to accelerate. Newspapers will be used to protect the work surface and absorb oil which will drain out of the transmission as parts are removed. Install the yellow lock ring onto the shaft to retain the reaction sun gear. If the input turbine shaft does not react as described, the input sprag may be installed incorrectly or damaged. Be careful though, I told a friend to do that once and he used a screwdriver which really messed up a valve bore.
If that is why you are reading this, it's likely your transmission has slipped a hub on reaction sun shell. Inspect the forward sprag clutch. Roll down the window and use your ears to listen to the sounds that are coming up from the transmission. A sprag is a one way metal roller clutch. This method required more than 32 hours, not counting chasing parts and supplies. Replace seals and wipers as necessary before assembly. If the sprag is intact, install it into the torque drum.
This disengages the clutch plates from the backing plate and disconnects the input housing from the forward clutch outer race. Assemble the pump with new vanes or reverse the existing vanes if they are serviceable. The forward sprag can also be a wear item, and should be available. Yes you are correct, what you said the first time didn't really register I suppose. During acceleration the sprag clutch is overrun only in Fourth gear.
Excessive clearance will cause clutch slippage, and inadequate clearance can cause poor release and burning of the clutch plates. An oil suction gun is not absolutely necessary, but will make the job cleaner and easier. There are two splines to be engaged, and one drive lug the double slots on the main converter hub to engage with the pump. The roller clutch race 675 is splined to the reaction carrier assembly 681 and functions as the roller clutch inner race. I'm very new at transmissions as well.
It is merely anecdotal information presented to clarify the procedures and directions found in published manuals and instructions. Needless to say, I wouldn't be very profitable this way, but a learning experience is almost always worth the journey. You should also inspect the hub of the converter for visible wear. The steels for the overrunning clutch should be 0. A transmission jack, floor jack, and four secure jack stands are a requirement. If appropriate, replace the rear bushing in the tailshaft housing and install a new driveshaft yoke seal. Install the reverse input drum by aligning the clutch plates and rotating the drum as necessary to engage all the plates on the inner hub, as well as the outer fingers into the reaction sun shell.
These units break down into. Operate the vehicle normally, driving within a one mile radius from your starting point in case a broken or bad sprag stops the transmission from working properly. Remove the Belleville conical plate, and inspect as previously directed for wear or damage and replace any parts as necessary. Repairs are typically done by reaming the bore larger, honing, or installing a wear sleeve after reaming, then honing to a finished bore size. There should be between 0. When the overrun clutch is applied see range reference chart it holds the overrun clutch hub and sun gear together.
Did the transmission shift easily through all the gears? Hey all, I have my 2000 Silverado 1500 4. Tip it, slosh it, agitate it, and do whatever is necessary to get all you can out of the converter housing. Replace any parts as necessary. Drive the front pump bushing out of the housing bore with a suitable tool. When the throttle is released in these gear ranges the sprag clutch is overrun to allow the vehicle to coast freely.
Remove the vanes and inspect for wear or damage. During the drive, you can shift through the forward gears. When this component starts to go bad, problems can range from annoying clicking sounds to complete transmission failure. At that point the clutch locks in place to allow the transfer to occur smoothly. If these parts have to be ordered and delivered after disassembly, there will be additional down time. If the vehicle application is a lighter weight, higher performance type, a lower ratio 1-2 planetary gear set is available to decrease the first gear ratio from 3. Inspect the steels and clutch plates as described above, and replace any parts as necessary.
The length of the short diagonals B is less than the distance between the inner and outer sprag races. The length of the long diagonal distance A is greater than the distance between the outer race and inner race 640. A plain ohmmeter will be sufficient. Relax the compression and remove the overrunning clutch apply and forward clutch apply pistons. Click for larger image Disassemble the input drive shell forward clutch, reverse clutch, sprag, direct clutch and inspect all parts. Lightly lubricate and install the input planetary gear set assembly. Complete the test drive by returning to the location of origin and analyze the results.
I cannot even imagine trying to install the transmission otherwise. This synchronizes the cage and outer ring so that the sprags engage smoothly. That can completely lock the transmission depending upon which valves are involved. The pump housing will only orient one way, since there is only one area of the pump which has two bolts close together. Remove the 3-4 clutch steels and plates, apply plate, and retainer, being careful to maintain their order as removed.