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Rebuilt Transmissions: It’s the small things that count…

One method transmission manufacturers use to deliver the automatic transmission fluid from the valve body to the band servo assemblies, or to flood transmission fluid on the critical lubrication areas are called “delivery tubes”. They are not used on every transmission though. In fact the most common way to transfer fluid is through pre-machined passage ways deep inside the transmission case. Either way, a transmission with delivery tubes has to have smooth and un-smashed tubes to deliver the fluid in the correct volume and amount.

Here is what  a few of the delivery tubes out of a Borg Warner T-35 look like. You can also see the front pump seal and the rear extension housing seal too:

T-35 Delivery tubes and Seals-Metal

T-35 Delivery tubes and Seals-Metal

The top delivery tube is made out of steel instead of aluminum. The bottom two tubes are aluminum. The steel tubes were an upgrade over soft aluminum tubes. Upon rebuilding on of these transmissions, the delivery tubes have to be tapped into place, many aluminum tubes were dinged and distorted after the hammer was put to them upon reassembly. Eventually Borg Warner decided to address this issue and started to use steel as the material, thus eliminating flow problems caused by flattening the aluminum tubes upon installation.

The true test of whether a rebuilt transmission has properly flowing delivery tubes is to pre-test them on a dynomometer before the rebuilt transmission is sold. All of the transmissions we sell go through a flow test while it is in the pre test mode to insure the delivery tubes and all other components are working properly. Courtesy of @ 866-320-1182.

Transmissions: What does a band look like?

Here is a look at two different types of bands. Both perform the same types of duties and work in a similar manner. We discussed what bands are and how they work in a previous article we did on bands and their part in making transmissions shift. I wanted to show you what the two different brake bands like, they are actually braking, or stopping a rotating drum when they are squeezed tight around the drum by the servo. FYI: Not all automatic transmissions use bands anymore.

Rigid Band:

Rigid or Hard Band T-35

Rigid or Hard Band T-35

Flex Band:

T-35 Flex Band

T-35 Flex Band

Both band types are used to achieve  a gear, usually reverse as in a T-35 Borg Warner transmission is activated by a Rigid band, and flexible bands often produce 2nd gear in most cases. The biggest point is that there is no real advantage in either bands. Even though the linings look thin, about 1/64″, trust me, they go the entire distance in a well maintained transmission. There are many cases where a Rigid or Hard band is used for second gear or any other gear than reverse, too. There is no rule etched in granite.

What is abundantly clear is that anytime a transmission goes through the rebuilding process, the bands should be trashed or relined, especially in specialty cases where new bands are not available. Although a band may look like it is in good condition, time causes deterioration of the band lining, remember it is a ‘soft part‘, which would cause a pre-mature re failure of your rebuilt transmission if it flaked apart. Do business with a company you can trust. only sells transmissions with new hi-quality bands. Trust me, I did the homework..Call 866-320-1182

Replace the bushings in a rebuilt transmission..

Not every transmission rebuilder replaces the bushings or bearings in the process of  a rebuilding a transmission. In very few cases would I recommend not replacing the bushings or a bushing while going through the procedures of transmission rebuilding. Sometimes you may be working on a specialty transmission or an old transmission where a bushing kit or individual bushings are not available. That is where an educated decision has to be made. If the bushing is in good shape and you were going to change it as  part of the overall job, that bushing can be reused. In other cases you may have to find a substitute by going through ‘the box of new bushings‘ that were nor used or were extra that every transmission shop has lying around, or even going through some of the other bushings in your inventory that may work properly. And sometimes you just have to go to a small machine shop and have a bushing made.

Bushing Kit:

T-35 bushings

T-35 bushings

The above picture is of a bushing kit for a Borg Warner T-35 transmission. After removing the old bushings properly, by pressing them out, we can press the new bushings into the respective bores they fit in. Not that it is a tough job, but it is easy to ruin a bunch of bushings while you practice installing them in the beginning. So practice bushing removal and installation on a common and cheap bushing. Some bushings even take a drop of ” LocTtite” to hold it in place.

That being said, you want to buy a rebuilt transmission from a business that replaces all of the bushings during an overhaul. cheating on bushings is a sure recipe for a disaster down the road. While your rebuilt transmission might last the warranty period, how would fell if it failed right out of warranty, because the rebuilder decided that a few old bushings were ‘good enough’ to reuse? Especially when a bushing kit costs less than 5o bucks in most cases and takes about 30 to 60 minutes to remove and install.

How can you tell? Trust, doing research on the company you are going to do business with. Word of mouth is the best. After being in the transmission business for over 30 years and being very involved in rebuilding our transmissions in a manner our customers expect us to, we finally found a company we could trust to supply us with transmissions that met our expectations in every way when we were too busy. always provided us with a great product we could trust, very reasonable prices and excellent service. Trust me, you won’t need to do any more footwork, I already did it.

Transmissions: Thrust washer introduction…

Lets discuss what we call “thrust washers” inside 99% of all automatic transmissions. Thrust washers are buffers, made out of softer metals than the sufaces they are protecting. They protect by being a buffering agent between two hard metal surfaces that are not supposed to touch.

Here is a look at a thrust washer set:

T-35 Thrust washers

T-35 Thrust washers

The preponderance of thrust washers are coated with brass. Brass is softer than the steel parts they seperate and has self lubricating properties. In my shop, we trash all thrust washers during the course of rebuilding a transmission. A washer set is affordable and in the picture below you can see a worn thrust washer. Which probably caused the transmission to fail. When the brass particles shed from the wear of the washer and get mixed with the transmission fluid ( giving it a metal flake gold tint) the valves in the valve body start to stick, which causes shifting problems and ultimate failure. The valve body is the brain of your transmission, in essence, your transmission had a “stroke”.

Picture of bad thrust washers.

T-35 Bad washers..

T-35 Bad washers..

The bottom washer in the picture is brass coated and rides on the shiny metal washer as a buffer. By looking in the previous photo at the top two washers on the left, we can see how nice and pretty the new ones are. Based on the low cost of a washer kit, it is not worth re-usng old thrust washers when you stand a big risk of the transmission become re-damaged by reusing a ‘good looking’ used washer.

Of course the automatic transmission fluid is the lubricant for washers and has to be maintained (a transmission service at recommended intervals) on a regular bases to maintain it’s integrity.

One last truth about transmissions, any supplier who offers you a “rebuilt” transmission with ‘good used’ washers or bearings is a good sign to politely leave and find an other transmission shop. Of course if you want to save time and money you can take my advise. only sell transmissions with “new” thrust washers and all soft parts for that matter, Trust me, call the specialists at @ 866-320-1182 for more information from a real person.

Want to see a transmission pump assembly?

Sometime ago I was talking about the two main categories of parts in an automatic transmission. The first category are soft parts and the second category is “hard parts“. Today I will show you a hard part out of an old Borg Warner T-35 transmission. I’m going to guess the T-35 has not been made for 35 to 40 years, but it qualifies as a simple early fully automatic transmission.

The hard part we will look at and talk about is a front pump assembly. A front pump is a hard part because it is made out of steel, as opposed to a gasket which may be rubber. Rubber is then classified as a soft part.

A complete Borg Warner T-35 Front Pump Assembly:

T-35 front pump whole

T-35 front pump whole

When we take it apart we can see how it works and the parts inside it:

Pump Body with Gears Installed:

T-35 Pump Gear side.

T-35 Pump Gear side.

Front Pump Gears:

T-35 Pump Gears

T-35 Pump Gears

This is the basic way all gear driven font pump assemblies are made. There may be some pumps that have a bit different looks, but a gear driven pump will resemble the above pump. The theory of how it works is not as important than actually seeing what produces the large amount of internal pressure, up to 300 PSI (pound per square inch) max output.

Hard parts such as pumps do wear and eventually cause transmission malfunctions and failure. Which in most cases leaves you to locating a transmission for sale. If you are in the unenviable position of having to decide on where to get the best rebuilt transmission for your purposes, I hope what I will say next is helpful. has built their reputation as the finest transmission supplier of any sort, by outperforming the competition. Every transmission that is crated and sent to a customer is pre-tested for proper performance and adjustment to help make your experience smooth and trouble free. Needless to say, we offer the best pricing available since we have the largest network of transmission outlets in the country. Trust me, call 866-320-1182 and speak with an expert.

Honda 6 Speed manual transmission problems..

Every car group has a few models that create a buzz that fills internet search engines with data for analysts to observe. Be it the Honda Accord transmission or the Honda Civic Type R transmission, enthusiasts love new sports cars.

In the 90s some of the North American market had a taste of the Acura NSX and the Integra Type R. While millions had their heart in Civic’s and Integras. The message boards filled up with questions on how to make these cars faster and more extreme. Fast forward to year 2000 and Honda has provided the market with the S2000, a more powerful Civic Si with limited slip and 6 Speed manual transmission and near 300HP versions of the TL and Accords.

This past decade has been one exciting time for Honda owners. The issue is that of the 6 speed manual transmission problems in several major Honda models. The complaints range from gear grinds, difficulty shifting, and loss of gears all together.

The Problem:

  • Certain Honda 6 speed manuals problematic for most owners.
  • Dealers not trying hard enough to troubleshoot issues with owners.
  • Problem demonstrated in videos below.
  • Problem is real and Honda may have mechanical fix in the works for certain models.

Lets start in 2000 with the Honda S2000, referred to as having one of the worlds best feeling gearbox. But as the number of owners increased so did the talk of frequent 2nd and 3rd gear grinds and owners losing 5th or 6th gear all together. As time advanced owners of the car had learned from hard core owners and mechanics that skipping gears such as shifting from 3rd to 5th could cause loss of a synchronizer on that gear. Or that the Honda transmission fluid was not up to the task in wear protection for the long term. Owners tampered with different trans fluids, fluid levels and shifting techniques.

As the 2002 model rolled in manufacturing improvements were said to be made but no one could really decide what they were. In 2004 the transmission synchronizers received an update in materials in hopes to alleviate balky shifting and grinds. As owners brought in their cars to the dealers the same story like a broken record was heard in many cases, dealers suspecting abuse or refusing service due to modifications.

To take an unbiased approach there were many stories I have read where some of these owners were very negligent. I understand that many sports car owners of all makes and models like to drive with spirit, and many don’t want to leave their car stock, so dealers tend to be very cautious about honoring warranties. But moving away from the S2000 problems we come to the Honda Accord released in 2003 for the first time with a 6 speed manual. Also the nearly brand new 2006 Honda Civic Si also equipped for the first time with a 6 speed manual gearbox.

Trying to Fix the Problem:

There are other models such as the Acura TL and TSX with 6 speed transmissions and much of what will be discussed will apply more so to the TL. An aquaintance of mine liked the Accord Coupe and decided to buy a new 2006 EX with 6 Speed.

After 1000 miles 3rd gear seemed difficult to engage or sometimes refused to engage at all and popped out when attempts were made. The owner suspected it may just need to be broken in further. At 3000 miles the issues continued and the first trip was made to the dealer. This dealer has a good reputation in terms of repair and sales and most likely due to them selling higher end vehicles such as Porsche and BMW too. After the usual day in the shop the owner got the call from the service manager saying that “They could not replicate the issue.” This is a quote most Honda owners of these types of cars dread and have heard often.

At 10,000 miles the problem continues and the second attempt at dropping it off at the dealer returned the same result, nothing. Frustrated and upset the owner asked friends and a local Honda mechanic and they pointed her to a few websites that printed a Honda bulletin from the tech line about a different transmission fluid that may help her issue. At 14,000 miles the owner paid to swap out the transmission fluid in hopes it would help the issue. While she claimed it felt better, a few weeks later the gear pops were happening again.

In conclusion we must say that it’s obvious there is a problem and Honda needs to address the transmission issue with a mechanical fix. In 01/2008 a TSB was issued and in usual dealer fashion they will need to replicate the issue in order to service the car.

Manual Transmission and differential service procedures..

TSB:   DT–2005-12-08
Date: 10/21/2005

Subject:  Automotive Differential and Manual Transmission Oil Drain and Flushing Procedures
Technical Service Bulletin


To describe the correct differential and manual transmis-
sion oil change procedures for  synthetic gear


The use of improper flushing procedures can cause short-
ened oil drain intervals and contamination, increased wear
and foaming.  By using proper flushing procedures with
synthetic gear lubes, maximum gear bearing
and oil life can be achieved.


Operating conditions may cause a buildup of sludge, wa-
ter contamination or wear particle contaminants.  Exam-
ples of some of these operating conditions are:

•     Rapid fluctuations in operating temperatures,
high speeds or heavy loads, or shock loading.
•     Moisture caused by condensation, spray, or sub-
mersion of the gear case in water will emulsify
the oil and water and degrade the oil..
•     Dirty or dusty environments require more fre-
quent lube changes based on increased contami-
nant levels.
•     Frequent start-ups and shut-downs
• Towing
• Overloading.

In order to determine if a flush is needed, drain the gear
lube from the transmission or differential when it is still
warm and observe the condition of the oil. If the gear oil
is dark in color, is milky in color, smells burned, has
thickened up, or if particle contamination can be seen,
flushing is suggested. Flush with the synthetic oil product
you’ve chosen to run in your vehicle. Fill to the normal
level and run in a No-Load condition for 15 minutes.
Drain out flush oil, clean any magnets and refill with the
correct synthetic product.

Do not use solvents to flush transmissions or differentials.
Solvents can have the following negative effects on gears
and bearings in differentials and transmissions:.

•    Foaming – Residual solvent such as, chlorinated
solvents or solvent-type flushing compounds
used to wash out the gearbox may cause foam-
•    Rust – Gears, bearings and internal parts if left
dry and free of oil, can start rusting in a very
short period of time after they are washed down
with solvents.
• Viscosity Loss – The presence of even a very
small amount of solvent-type flushing compound
can reduce the viscosity of oils.

Make sure the drain and fill plugs are clean when opened
and closed. This will assure a clean and uncontaminated
oil change.


When necessary use the change and flush procedures ex-
plained in the Technical discussion section in conjunction
with the proper  Synthetic Gear Lubes to insure
the maximum manual transmission or differential oil and
component service life.

Courtesy of @ 866-320-1182

Transmission TSB and Factory recalls…

If you want to continue our conversation on factory recalls for cars and trucks, get a load of this. The amount of recalls is overwhelming when you look at the statistics. For those interested in buying a new car instead of replacing a bad transmission in your older car, maybe this short article on recalls will cause a change of mind. Personally, I would never buy another new car, now that I have been reading through this, my feelings about a new car, over fixing my older cars is a no brainer.

Wouldn’t you call over 1.5 million TSBs and Factory Recalls was unusual amount of factory recalls or TSBs this year,  you will be shocked to know that imports count for about the same amount of recalls as domestic cars.

In fact, Toyota has had to send out almost one million car recall notices because of a problem that could cause the car to lose control at the steering wheel, and that was followed by another car recall of about 419,000 cars having engine problems.

So here is a few examples of the most recent auto recall notices:

#1. Honda: 1.2 million Accords, Civics, CRV’s and Acura’s, etc.

#2. Toyota: 158,000 Tundras. 368,000 Highlanders, Lexus RX330, RX400H SUV’s. 35,000 Echo and Prius.

#3. Volvo: Ford (which now owns Volvo) recalled 109,000 XC90 SUV’s because engineers found a problem with the ball joints that could break and make steering difficult.

#4. Nissan: 98,800 vehicles recalled due to a problem that could cause an engine fire because of excessive oil consumption.

#5. Chevrolet: 31,000 Corvettes recalled because the tops might fly off at high speeds.

#6. Kia: 13,060 Sedona’s.

#7. BMW: 12,000 BMW 5, 6 and 7 Series.

#8. Cadillac: 7700 Cadillac XLR’s.

Maybe a new car is not so alluring now. Who in the heck wants to buy a new car and then take it back for several recalls or have to get towed back to a dealer. Especially when you have a good running older car that only needs a good used transmission. My interests in a vehicle, such as my 1988 GMC 1 ton pickup with a GMC T-700R4 transmission, which I bought new, are: reliability and long life. It may not be as luxurious and pretty as a new truck, but it will last longer and it drives better than most new trucks. A replacement engine would be my choice if the engine failed.

I paid $17,500 for it new on Feb. 16th 1988. The equivalent truck for 2009 or 2010 in the 1 ton four wheel drive with the V-8 engine and the current overdrive transmission might cost well over $50,000. I love my truck, do what I would do, call @ 1877-268-0664 and get the transmission that suits your needs. Save a bunch of money while you are at it..

Foreign Transmissions or Domestic Transmissions, is there a difference?

Looking at the car industry in whole, I find it curious that we are all so worried about whether we buy a foreign or domestic car. I have and will discuss lots more about transmissions. However,  how many foreign car manufacturers set up factories in the US as a means of faster production?

I have to check out certain specifics concerning where foreign car transmissions are engineered and how many parts come from across the sea (we know a certain amount of parts for American cars come from foreign countries), but if US citizens work in the factories, where do the ultimate profits go. That will be my next assignment.

However since these cars are, at a minimum assembled in the US on American soil, using labor that is at least, hopefully legally American, and some of the parts are made in the US, what is the difference?

In a certain sense all cars, transmissions in particular, are then “global”, since GM and Ford and Chrysler Corp. make transmissions for cars that only go to, or are built in foreign countries, I think global is the best term to use. Some of the differences are in emission standards each country sets to be met, and some of the options available, in terms of engines and trim packages. The integrity or platform of the cars remain the same.

Remember that a lot of foreign car companies don’t make their own transmissions and use well respected aftermarket companies like, Borg Warner, A/W transmissions, ZF transmissions and even some domestic transmissions.

Some may feel that foreign cars are better engineered than American cars and even built better. The reality is that the engineering may be better, but that is debatable, most auto manufacturing plants are built in much the same modern hi tech ways. Using CNC (computer numerically controlled) machine equipment, which eliminates human error for the most part if the machine is programmed properly from the start.

If you have ever taken a tour of an automotive mass production factory that many of the plants offer, you would be amazed, it is very interesting. Fenders are literally stamped out of a flat sheet of steel by giant presses into the form of a fender or most any body part. Parts are attached to the cars as they roll along the assembly line. Foreign transmissions are manufactured on US soil, as Domestic transmissions are too. And vice-versa sometimes..

The point I’m trying to make is that even if you buy a ‘foreign car‘, you are still contributing to the US economy and workforce. Even the foreign dealers have people from every race working for them. Mechanics, bookkeepers, salesmen, service writers all should be getting paychecks with the appropriate deductions taken out, which would go into the US economic system.

No matter how you want to view the matter, by de-segregating all cars in global cars, or dividing them into domestic and foreign cars, the US profits, in many ways from foreign cars being built and sold in America.

I’ll do more studying on this matter, but if you ask me, transmissions are transmissions. When it comes down to replacing a transmission, has de-segregated itself in terms of where transmissions are manufactured. Trust me, the variety and supply of any sort of transmission in need is waiting for you at one of their many network suppliers. Pre-tested, crated and guaranteed to meet your expectations.

Transmission Technical Service Bullietins: TSBs

Here is an apparent nugget of good hope for consumers, especially with mysterious problems such as a transmission problem. Technical Service Bulletins are actually an advisory issued by a manufacturer for use by dealership service departments. Most TSBs are released during the first year that a vehicle is offered or the year following a redesign, we observed – in order to address areas that might have been overlooked when designing the car.

These bulletins differ from recalls in that they are not considered safety or emissions issues and they usually apply only when your vehicle is in its warranty period (whereas a recall is “open” until the work has been performed). TSBs frequently address a recurring problem and include illustrated instructions for repair, a list of the parts needed, the warranty status and the labor charge.

If a problem addressed in a TSB is particularly widespread, the manufacturer may decide to send out “Owner Notification” letters – in this case, the manufacturer has a good idea of which vehicles (by VIN) will experience the problem.

Service bulletin content varies in severity – you’ll find TSBs that cover blown engines and clunking transmissions alongside those that offer remedies for inoperable cigarette lighters and brake dysfunctions. And some TSBs merely outline updated service procedures and troubleshooting strategies, or offer hints for installing something as simple as a trailer hitch.

And, of course, the best thing about finding a TSB that seems to cover a persistent problem in your vehicle is that dealerships will make the repair for free, provided that

* Your vehicle is under warranty;

* Your service adviser and/or technicians are able to confirm that the problem exists.

Another TSB issue that is not to be taken lightly. Even if your vehicle is within the warranty period, the dealership is not going to do anything about it, if technicians cannot verify the concern…. The manufacturer pays for the repair, not the dealership, and the dealership has to treat the manufacturer like a customer…. The service writer can’t write up an invoice with just the TSB number and expect the manufacturer to pay for the procedure. The manufacturer wants to know that the car is legitimately broken.

Rather than going into the dealer with the TSB number in hand, it is more effective to come to the dealer with a complete description of your vehicle’s particular problem – what are the exact symptoms, and when and where did/do they occur. He offered this example: Suppose you have a cold-running concern with your transmission. Don’t drive the vehicle into the dealer before work in the morning and expect technicians to be able to duplicate the problem – the vehicle will be warm. Instead, bring the vehicle into the dealer the evening before and let it sit overnight. In short, someone in the service department has to be able to duplicate the problem, and the TSB number and a brief description of the problem won’t always do it.

If the technicians and your service writer seem to be having trouble resolving a problem with your vehicle and you’ve already given them the most complete description possible, then you might say politely, “Someone suggested that this TSB might cover it,” or, “Did anyone try this TSB?” A customer who makes an effort to be educated (that is, provides a full description of the problem and demonstrates a history of regularly maintaining the vehicle) and to treat service writers (and technicians) with respect is more likely to find resolution for her vehicle’s problems.

A further option, is to arrange a meeting with the service manager and then, calmly discuss the matter (bring applicable service receipts). Usually, service managers will respond favorably to customers who ask, “Could you help me out?”, rather than ranting. The service manager and writers always have a manufacturer’s representative (a field technician) whom they can contact. You might want to suggest that they try this, if they haven’t already.

Making ties with a service department over several years may have its benefits when something goes wrong with your car after it is out of warranty. If you know that a particular problem is covered by a TSB and have a reputation of spending money with the dealership, the service writer might be willing to write off all or part of the repair cost.

A word of advice on TSBs. One can get on the dealer’s good side early by having every single oil change, tune-up, etc., done by them for the first two years you own the car. Now they have a loyal customer for life, despite higher prices for certain services.

Not everyone fits the model of the faithful customer and not every dealership service adviser is happy to discuss your concerns about your vehicle with you. Maybe, in spite of your best efforts, the service department claims they have been unable to find a problem. Perhaps, your vehicle has long since passed its warranty period, and you use an independent mechanic to save money. Or perhaps, you do all the work on your vehicle.

In these situations, owners might find it helpful to see the full text of the technical service bulletins that cover particular vehicle problems.

It is possible to get the full text of a TSB but you have to pay for this information. The National Highway Traffic Safety Administration’s Web site has a search authorization form, on which you enter the information you gathered from the TSB summaries (as exactly as you can). A NHTSA employee makes copies from their microfiche collection of bulletins and mails them to you.

While people who take their cars to dealerships for service may be able to get by with the information available at the NHTSA, this often does not suffice for the large group of people who use independent shops. Independent mechanics may not have access to the full text of every TSB issued by a manufacturer unless they subscribe to sites like Snap On ‘Shop Key’ or Alldata and Mitchell ‘OnDemand5′.

If you happen to own a Hyundai, you have one further option when you need repair information – you can visit the service Web site run by the manufacturer. The site is accessible to the public and all information is free.

The Hyundai site focuses on shop manuals with troubleshooting guides and diagnostic procedures. You cannot search for specific TSBs, but you can search by the year, model and the area of concern (transmissions, suspension, etc.) – and yes, the Web site has shop manuals for every Hyundai ever sold in the U.S. I found the website to have clean, easy-to-read tables with a list of problems, probable causes and remedies. It does take a bit of work to find the information you’re seeking, but we think owners will find this site useful.

Hyundai has targeted this Web site toward all of its owners, whether they visit the service department, use an independent mechanic or do the work themselves. They wanted to assist their customers in diagnosing and repairing Hyundai products, whether they’re doing it themselves or taking it to the dealership. Hyundai wanted to knock down some the obstacles and hurdles of being a smaller franchise.

Although the availability of this information would seem to increase the likelihood that owners might attempt to make their own repairs, actually, Hyundai hopes the Web site will strengthen owners’ relations with service departments. Whenever you educate the customer … the intelligent owner will realize how sophisticated and complicated cars have become and decide that they need to go to a repair shop.

Hyundai has tried to ensure that its service information will be as current as possible, doing nightly uploads.

I can’t say everything in this guide will come true. If you have a problem and suspect a TSB has been sent out, don’t be shy, ask me in the comment box below. If we can help, it is our pleasure. @ 866-320-1182.