Déjà Vu All Over Again
When GM introduced the stamped-steel drum for the THM 200 transmission, it presented technicians with some new challenges. The 200 direct drums would crack where the inner liner (where the piston lives) was joined to the outer shell. The weld that holds the two members of the drum together is subject to pivotal flexing each time the clutch is applied. Over time, this flexing action will cause a crack at the weld.
Small Tips for Big Rebuilding Headaches Part 2
Many of you who call us for technical support and advice ask for items that fit this description. While we are always open to new ideas for new products that solve root-cause problems, there are times when these parts are already readily available and reasonably priced. It’s just that few rebuilders know about them. So, here are a few brief tips for you on some of the parts you asked for and where you can find them.
The Rear Up Front
With four-wheel-drive and all-wheel-drive vehicles being produced in such huge numbers, these trucks and cars have become an important source of repair business for our industry. Transmissions and transfer cases are now a huge part of the repair and reman market. It is also obvious that these designs use both front and rear differentials to transfer power to both sets of drive axles. This has effectively doubled the amount of differential work that will find its way to the repair shop.
Close Counts Only in Horseshoes and Hand Grenades
Watch out when swapping stator shafts from one pump cover to another on 700-R4/4L60-E transmissions. We have all been there before. You have a unit with a good pump cover and a damaged stator shaft, and in your pile of parts there is a good stator shaft in a damaged pump cover. All you need to do is press the good stator shaft into the good pump cover and you will have what you need to get this car down the road today. Sounds simple, but how often are things that simple in this business?
