Is it possible that the ***** came from the Jack that you were using? I know some of them use ***** for bearings for the wheels. Might check that out. Either that or it was a message from the wife that she is going to shoot you!

 

I'll check out the jack, but I think those may have appeared from something other than automotive related equipment. We'll see. Will post findings of trans when I get it apart (hopefully this weekend).

 

Got up early this morning (5:15am), took wife's car to dealership for oil change (6am), back home at about 8am, cut the grass, looked at trans afterward, and said... "may as well tear into it since I'm sweatin' and motivated".

A buddy (Vince) has told me once before that these bolts strip easy. He wasn't kiddin'.




After 20 minutes of slottin', bangin', attempted vice grippin'... I stepped away and grabbed a Sprite (no beer in stock ). After workin' with an assortment of tools...




...I decided to do what I should've done in the first place. I drug out my trusty Chicago cordless drill (Thank you Harbor Freight), and found a nice bit that was about the same diameter as said bolt.




Five minutes later...




So easy an engineer can do it. <--- I can poke fun at myself.

 

Good news thus far is no clutch wear in either drum. The reverse drum looks solid. Nothing wrong with the input housing either. Clutch clearances were still tight. Now, the band seemed worn to me, but I'm no pro. I'm about to head to the dealership to go and compare mine to it (since they're actually OPEN on a Saturday).

I took several pics so ya'll could see.

 

Bought a new band. In comparison, the band I had was CONSIDERABLY worn. I figured as such b/c before total loss of 2 & 4, the trans seemed lagging in the 1-2 shift, then all of a sudden... skip shift. HPT told me that the PCM was commanding 4, but the RPMS were over 3K @ 65mph. That proved loss of 2-4. ATSG also suggests the band, as well as some trans guy I know.







Time will prove one way or the other. Gonna try to reassemble everything today, but I have relatives coming in town for the weekend. Guess we'll see. Either way, I'm still left without a driveshaft until I get that u-joint issue fixed.

 

Make sure that your reverse input drum is nice and flat. Also make sure to tighten the band up in the servo area. I usually do this with the trans go shims or a longer pin. You can also flip the 4th servo piston to tighten up some as well. I know that I am an extremist when it comes to my builds and probably most will say that I set things up to tight. I guess that is where experience differs. I personally like to see that band very tight. I know that you have the Vinny patented builders stand. With the trans standing upright, adjust the band before installing the pump. Install your servo first and then the anchor pin. If you can get the pin in easily then the band is probably to loose for my liking. Try to tighten it up some more. When the band is Vinny tight you should just be able to turn the reverse input drum with your hands with a bit of drag. I do this with the band being dry. After this install the pump and apply air to the band. Make sure that you can turn the output shaft in both directions and the reverse input drum spins in one direction. If this is all good, you should be good to go.

 

Mine isn't at all bad, but there seems to be a slight groove in the drum. I'll see about putting a straight edge on it.

 

I'm learning a lot from the posts and the pics . . . . . thanks for posting them

 

I may have the trans back in this week, but the shaft needs a new u-joint. Gonna end up having to take a day off to bring it by the driveline shop to get that done. I'll also have to schedule a time to have the carrier and gears looked at (vibration issue still there).

 

get some spicer u-joints . . . they were the only ones that lasted for me. Before I was swapping them out every 2-3 weeks on my offroad truck, they can take the abuse.