May investigate getting a drain plug welded into it. So it is advisable to steer clear of these systems if you have the choice. Some contact cleaner: And replace the membranes and these switches are now as fast as the normally open switches. This is '97 to '98 style pump, based on my research. This solenoid is year specific 97-02, or 03+.
Case Cover Inspection: I found only one small nick in the fluid channels: Nothing to worry about. Be sure to do your homework before buying a car equipped with the 4T65E and make sure the owner shows you all the maintenance paper work before you exchange any of your hard earned cash. Pump shaft sleeve looks good. Transmission Range Switch: This is the one that sits on top of the trans case, right where the shifter cable attaches. Last edited by on Tue Jun 03, 2008 4:14 pm, edited 1 time in total.
The Master kit will have Borg Warner clutches and new steels. I thought about getting new sealing rings or a kit and trying again, maybe with strips of neoprene between the clamp and the ring; but these rings are not exactly cheap enough for such experimentation, and the proper j-tools are extremely uncheap. Swapping this transmission into a Fiero requires different mounts and axles than the stock Fiero 125-C used, but off-the-shelf parts can be purchased to make this swap work. Fixes: High Mileage or Worn out Boost Assemblies causing lazy or low pressure rise, slip codes and erratic shift complaints. Now I am reassembling things and some questions have come up.
Last edited by on Tue Jun 03, 2008 4:11 pm, edited 3 times in total. According to the book, the retaining ring on the top is not reuseable:And I don't know if the Master kit comes with this retainer. Cracked open the filter with a hammer and chisel:Only some fine clutch mud, no metal particles. I filed off the sharp edges of the chipped area. I had butterfingers and my vanes all fell out. Fits: U150, U151 and U250 Toyota and Lexus Models Includes 3 parts a Steel Replacement Pressure Regulator Boost valve with Bushing and 1 each B1 and B2 Clutch Apply Boost Valve assemblies. It's nice to have my 4th gear back also.
I found there was trans fluid behind the membranes. The 4T65E originated from the early three speed. Steel Replacement Pressure Regulator Boost valve with Bushing and B! This valve has a scarf-cut teflon seal and an extra in case you mess up that requires sizing. Wiring Harness: Screwed that puppy up; all the little plastic retaining clips to the solenoids were very brittle, and as careful as I tried to be I broke every last one of them: This harness will find use as part of a solenoid test apparatus. Had a W-body specific mount bolted to it, will probably give away or sell mount.
It is crucial to get these lip seals seated properly, so that they sit in the groove with the lip sticking out all the way around. They are fine, and I'm not going to bother removing them. So I'm likely going to send the hub and the shaft in to Dave at tripleedgeperformance. So I'm likely going to send the hub and the shaft in to Dave at tripleedgeperformance. I will be remove my valve body today. Valid on orders shipped in the contiguous United States.
Manufacturer Model Year Range Transmission Buick Century 2000-2004 4T65E Buick LaCrosse,Allure 2005-2008 4T65E. 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. Improves and restores correct drivability with added durability. I also discovered I can invert the the old 2nd clutch piston and use it to distribute the force of the tool to depress the new spring assembly without bending it, and have room to push the retaining ring back into place. Addresses Persistent Coast-down Clunk when hot, Ratio Codes, Long slip-sliding shifts when hot. I'll likely go ahead and use the spare pump.
All she needs now is a remanufactured Torque Converter; mounts, fill tube, brackets, etc. The 4T60-E ceased production after 1999 model year. All fine-pitch final drive gear sets reverse and standard direction cut had slightly different ratios than the earlier regular pitch design. It just took some extra time. Input Clutch Housing, Spring and Piston: This spring was weak and easy, too.
There are also aftermarket beefed-up output shafts, half axles, etc. Oil filter: No alarms; see previous post s. This is a fix to the problem the Author had when he needed to have this tool to have more length. All the brass bushings except the one I messed up and subsequently replaced look great. The pressure control solenoid operating strategies were changed as well. I am about to search for those ball's and pin's locations. So I pried off their sealing rings and membranes: I found there was trans fluid behind the membranes.
This transmission is electronically controlled, including an electronically controlled lockup torque converter. There are 3 or more different lengths. For those considering a shift kit, that is basically some shims and some stronger replacement springs for the 1-2 and 2-3 accumulator pistons. Transmission Manifold Fluid Pressure Switch:This funky thing has 6 separate pressure switches. It was known as the 440-T4. And I wasn't careful with removing the retaining ring, and it curled back in somehow and scratched the crap out of the brass bushing:I have no means of replacing the bushing, and the spring assembly is fubared.