Each High Perf rebuild is custom tailored to match your vehicle and performance level keeping in mind your current and future plans. Fourth Clutch Components Removal: Drive Link Lube Scoop: This scoop is color-coded and gear specific based on the driven gear's diameter 33, 35 or 37 teeth. I took the Driven Sprocket and temporarily installed it onto the end of the input clutch hub and was able to hand-rotate all the assemblies; everything moved freely though with effort with no wierd noises or hangups. The Master kit will have new Borg Warner 3rd clutches. Case Cover Inspection: I found only one small nick in the fluid channels: Nothing to worry about. Extra time and attention goes into these high end rebuilds to assure you are getting the best.
I will credit that to my awesome cardboard box and ziploc bag organizational system. Alternatively, sometimes the spider gears sieze to or wear down the pinion and the gears or pinion itself breaks. This is apparently pretty common on factory 4th clutches. It actually inspired me to do my own. For now, everything bagged, tagged, and boxed: Last edited by on Tue Jun 03, 2008 4:07 pm, edited 2 times in total. This took about an hour. I'm guessing some gunk clutch mud? Their locations do not affect the operation of the given valves.
All these clutches and steels will come with the Master Kit. The only thing that was wrong with mine is I lost 4th gear and decided to go on and rebuild it. Regulator valve looks good and the bore is fine. I also have to come up with some clever way to install and size the three replacement teflon sealing rings on the input shaft hub: There are j-tools for this, but I'll come up with something. In any case, they do not need to be reinstalled. I took the Driven Sprocket and temporarily installed it onto the end of the input clutch hub and was able to hand-rotate all the assemblies; everything moved freely though with effort with no wierd noises or hangups.
About the same time Sonnax released their new billet aluminum oversized 3rd clutch apply piston kit so we have been using these since then and the results have been good and is also a readily available part from our normal parts supplier and is also a great drop-in upgrade. More inspections: Transmission Range Switch: This is the one that sits on top of the trans case, right where the shifter cable attaches. There are also aftermarket beefed-up output shafts, half axles, etc. It's nice to have my 4th gear back also. The bottom line is we can build your transmission to withstand whatever kind of power levels you're looking to support. The 4T65E transmission included a larger 258mm torque converter on some models.
Can someone please straighten me out on this! Regulator valve looks good and the bore is fine. This is what we often refer to as our Turbo style rebuild and meant for vehicles making an honest 375+whp and is good for up to roughly 450whp. You can purchase our 4T65E overhaul kits with or without a molded rubber piston kit. This valve has a scarf-cut teflon seal and an extra in case you mess up that requires sizing. Last edited by on Tue Jun 03, 2008 4:14 pm, edited 1 time in total. Transmission Manifold Fluid Pressure Switch: This funky thing has 6 separate pressure switches.
Manufacturer Model Year Range Transmission Buick Century 2000-2004 4T65E Buick LaCrosse,Allure 2005-2008 4T65E. You can purchase our 4T65E overhaul kits with or without a molded rubber piston kit. Or were not removed because they don't affect operation. So I'm likely going to send the hub and the shaft in to Dave at tripleedgeperformance. Cracked open the filter with a hammer and chisel: Only some fine clutch mud, no metal particles. The only thing that was wrong with mine is I lost 4th gear and decided to go on and rebuild it. Sorry I did not get a pic of the the 2nd Clutch Drum I installed next; it had to be rotated like the sprag to get it's clutch plates to line up one-by one and drop the drum into place; though this one only took a minute.
They are ideal for vehicles that are powered by engines producing up to mild performance levels. All the roller bearings, roller thrust bearings, and selective washers are fine. The area near where the axle goes in had a gouge in it, looks to me from maybe a prybar or something used to remove the axle. I filed off the sharp edges of the chipped area. Some contact cleaner: And replace the membranes and these switches are now as fast as the normally open switches. All our overhaul kits were manufactured by Precision International.
Speed Sensor Reluctor wheel: The pins are good and tight. This is apparently pretty common on factory 4th clutches. Transmission Manifold Fluid Pressure Switch: This funky thing has 6 separate pressure switches. The 4T65E transmission included a larger 258mm torque converter on some models. This is the transmission our customers have been asking us to build for years. I'll likely go ahead and use the spare pump. So I'm likely going to send the hub and the shaft in to Dave at tripleedgeperformance.