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Getriebe Einbauanleitung und Tips

The following must be checked and replaced, if needed on all automatic and standard transmissions where applicable

 
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CONVERTER INSTALLATION:- Make sure the converter is all the way into pump gear-don't assume its in place when you receive the transmission. After you are sure it is in place, always keep tail end of transmission low so it cannot slip out. This is the #1 cause of failure at time of installation, or soon thereafter.

Important Torque Converter Installation Tips

1) PREPARE THE CRANKSHAFT AND CONVERTER FOR INSTALLATION a) always check crankshaft for burrs and out of round b) remove rust with emery and lightly grease pocket c) remove paint from converter crank pilot with emery d) pour one quart of ATF into the converter e) check the flex plate for cracks and worn teeth f) install the converter on front of the transmission

2) CHECK CONVERTER TO FLEX PLATE ALIGNMENT a) after bell housing bolts are tight, then check free movement of converter. It should have 1/16 to 1/8" of clearance between pads on converter and flex plate. If you have more than 1/16 to 1/8", install equal thickness washers to reduce clearance to 1/16 to 1/8". If not enough clearance, remove transmission and check to see if converter is seated in front pump properly. b) draw converter bolts up evenly so as not to pull converter into a bind causing vibration and pump bushing failure. c) if vibration occurs after installation, mark converter to flex plate and rotate the converter one bolt hole at a time.

3) The number 1 cause of vibration is failure to prepare the crankshaft for installation. Each time the converter is installed without sanding out the crankshaft rust, removing the paint from converter pilot and adding a little grease the converter may be drawn up crooked with the first bolt, causing the converter to run-out and usually ruining the pump bushing. The 2nd most common complaint on converters is a whine after installation. This usually means too much clearance between converter pads and flex plate. This draws the converter hub too far out of the pump drive gear causing the gear to rock .

 

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CONVERTER WHEN NOT REPLACED:- Must be removed and thoroughly flushed. Make the following inspections: thrust washers for misalignment, condition of inner sprag, hub condition for wear and mounting devices to insure proper alignment.

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COOLER AND COOLER LINES: - Must be flushed to remove all metal particles and oil. Don't just blow out with air. Use a solvent that will flush out old oil and metal particles. 

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FLEX PLATE: - Inspect for cracks where plate bolts to engine and out of round holes where converter bolts to flex plate.

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MANUAL CONTROL LINKAGE: - Must be re-adjusted to assure proper settings for unit being installed. Adjust linkage with car in actual road operation.

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MOTOR AND TRANSMISSION MOUNTS: - Their condition will affect linkage adjustment and cause excessive wear to internal transmission parts if worn. Also, broken or oil-soaked mounts must be replaced.

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U-JOINTS AND DRIVE SHAFT YOKE: - Rough and worn u-joints may cause vibration in drive line and failure of bushings and seal in tail casting. Rough or worn (tapered) front yoke will quickly damage rear seal and bushing, causing loss of lubricant which can lead to transmission failure.

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ENGINE: - Many transmissions depend on engine vacuum for proper shift pattern. Good engine performance is a must to insure proper vacuum. If engine vacuum is too low it may cause the transmission to have a short life.

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DO NOT: - Check out transmissions operation with the drive wheels off the ground.

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DO NOT: - Re-use old oil. Dirty oil causes valves to stick and may clog lines if contaminated, both may lead to premature failure.

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SHIFTER PLATE AND SHIFTER FINGERS: - Because of the various styles of shifter controls it is impossible to always supply the transmission with the proper shifter plate. It is of great importance if the shift fingers indicate any wear they must be changed. Worn fingers may cause too much gear movement resulting in noisy gears or improper synchronizer application. Shift arms must be the exact kind as on the original transmission.

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SHIFTER LINKAGE: - Excessive wear of shifter linkage in shifter tube (in steering column) may cause malfunction in shifting. Too much wear at these points may cause improper throw or movement of the desired gear at the proper time. Sloppy shifter at steering column, dragging effect, in or out of gears or jumping out of gear all indicate possible linkage trouble.

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CLUTCH UNIT AND PILOT BEARING: - The clutch must completely disengage to properly engage first or reveres gear. The condition of the pilot bushing will determine how well the transmissions front shaft is supported and how freely the clutch disc will operate.

DO NOT ASSUME THE ABOVE ITEMS ARE GOOD. CHECK EACH ONE THOROUGHLY.

THE OPERATION AND DURATION OF SERVICE OF A TRANSMISSION DEPEND ON THE ABILITY AND EFFORT OF THE INSTALLING MECHANIC.
THE DRIVER OF THE VEHICLE IS RESPONSIBLE FOR MAINTAINING PROPER FLUID LEVELS AND PREVENTING THE TRANSMISSION FROM OVERHEATING. OVERHEATING CAN BE CAUSED BY SEVERAL THINGS SUCH AS RADIATOR CONDITION, PULLING A TRAILER, SPINNING REAR WHEELS WHEN STUCK, RUNNING LOW ON TRANSMISSION FLUID, ETC...

 

 TIPS

AOD-E / 4R70W TRANSMISSION

The third most common problem we see on an AOD-E is the shift lever position sensor. When it goes out the transmission may shift at times, not shift at times or fail to pull at times. It can only be diagnosed with a scan tool. It’s located on the side of the transmission at the shift lever.

A4LD – TRANSMISSION

When an A4LD goes bad it usually takes about $400.00 worth of new hard parts on average. When the transmission is rebuilt never use used hard parts; use only new or rebuilt hard parts. Used hard parts will not hold up in this transmission. Never pull a trailer with an A4LD, it will go bad real quick.

C – 6 TRANSMISSION

The modulator works as a throttle position sensor. You must have good vacuum at the transmission, if not it will shift out too hard and high. If you have an adjustable modulator, turn the screw in to make it shift higher at light throttle. Turn the screw out to make it shift lower at light throttle. If you keep losing transmission fluid and can’t find a leak, you may have a bad modulator. Pull the vacuum line off of the modulator, if you see any fluid at all it’s bad.

604 / 606 – TRANSMISSION

The transmission computer on this unit is super sensitive, if it detects a problem, it places the transmission in limp mode. When this happens it will only have 2nd gear. When the key is turned off, it goes out of limp mode, until the computer detects the problem again.

518 / 618 – TRANSMISSION

The 518’s have been in use since 1990. The 618 is the same transmission, but has more clutches and stronger gears, it goes behind a diesel or V-10. This transmission is partly electronic, the newer ones more so. First, second and third don’t shift using solenoids, overdrive and converter lock up work using electronic solenoids. This unit can’t be diagnosed using an electronic scan tool, but the throttle position sensor and speed sensor can. These two sensors control overdrive and torque converter lock up. (

700R4 / 4L60 – TRANSMISSION

There is no need for a shift kit in this unit, because you can get better results by installing a larger servo or even a high performance servo. We charge $95.00 parts & labor for this H. P. servo. You can also install extra 3-4 clutches and a larger pressure valve at a small charge when rebuilding the unit. If your transmission shifts at too low a R.P.M. at wide open throttle this can be raised by installing lighter governor springs. As a general rule the 1-2 shift should happen at 40 to 45 M.P.H. when the throttle is to the floor.

4L80E - TRANSMISSION

This is a very good transmission, often going 175,000 miles before a rebuild is needed. Usually a pressure-valve and sleeve wears out, causing the transmission to fail. This part must be changed with every rebuild or the transmission will only fail again in short order. If your transmission goes into limp mode it will stop shifting. If this happens for some reason other than a transmission problem, disconnect the battery to take it out of limp mode.

400 – TRANSMISSION

The 400 transmission has an electronic passing gear solenoid. It works off a switch located just above the gas pedal or at the carburetor. It must be working for the transmission to work correctly. If the passing gear isn’t working the pressure will be too low at heavy throttle, causing an early shift at heavy throttle. This could burn your clutches under certain conditions. The solenoid can stick on, even if the wire is disconnected, causing a high hard shift or no shift. There is an adapter plate available that will make a non-Chevrolet 400 fit a Chevrolet motor. It cost about $50.00 to $60.00 dollars. This transmission has been in use since the mid1960’s. This means there are plenty of used hard parts available at low prices.

350 – TRANSMISSION

If you have a sudden large loss of fluid on a 350, look to see if the governor cap has come off. This can happen when someone left the safety clip off of the governor cap. Never use a transmission additive that says it will stop leaks. This will turn your seals to mush over a period time.

 

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