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Pay for your own rebuilt transmission…

I was taught a valuable lifelong lesson when I was about 18 or 19 years old. The lesson applies to more than cars. My dad is the best, he is still hanging around at 91 years old. I have to credit both of my parents for the lesson though, I know now that they worked together. It was the last rebuilt transmission that car needed.

I owned a 1966 Shelby Mustang GT350. The real deal. Carrol Shelby was and still is my car hero. Shelby mustangs and the Cobra roadster were and are the coolest cars in the world. Carrol Shelby is still the most innovative driver and car builder ever. It has an automatic transmission, Shelby was part of Hertz rental car company back then and build specialty rental Mustangs for Hertz. The rentals came with the famed C-4 Cruiseomatic Ford automatic transmission, pre Fordomatic, all three now defunct. The racing Shelby’s were White with two big wide blue racing stripes going from front to rear. Awesome man.

My problem surrounded abuse. I was over diligent about maintenance, even though synthetic automatic transmission fluid had not been invented back then, the ATF was better than we can get nowadays. Whale oil was the main ingredient in ATF that long ago and the government put a stop to killing whales for ATF in the late ’70’s, I think.

Whale oil made good tranny fluid. It took many years to bring it back up to specs. Everyone made an additive that improved the quality of ATF before they (manufacturers) figured out how to improve it. The main additive as I remember was JoJoba bean oil.

The reality is conventional A.T. fluid never was the same, that’s when and where synthetic ATF comes in. Not that many people used it until the early ’90’s, except for me. I am a maintenance nut, so I located a company in California called Redline that was one of the first to make synthetic lubricants. They still make a great product. I don’t use it anymore because it cost way more than Mobil 1 sybthetic and Mobil 1 is good stuff.

That being said, take no chances on your replacement transmission, chances are it is rebuilt with modern parts that require synthetic transmission fluid. If you enjoy what we are posting on our GotTransmissions.com Blog, sign up for a free subscription.

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Ford transmissions: Fordomatic 3 speed automatic..

Ford-O-Matic was the first fully automatic Ford transmission used by Ford Motor Company, designed by Borg Warner Transmission Corporation. Introduced in 1950, the 3-speed Ford-O-Matic evolved into the Cruise-O-Matic in 1958 (and a 2-speed Ford-O-Matic in 1959) and the FMX in 1968.

This line continued in production until 1980, when the AOD was introduced. Like Ford, variations of this same Borg Warner design were used by other automobile manufacturers as well, such as AMC, International Harvester, Studebaker, Volvo and Jaguar, each of them having the necessary external modifications  required for the above applications.

The Ford Cruiseomatic transmissions were so close in design to the Borg Warner Fordomatic transmissions that in many instances the same rebuild kits could be used. Specifically in the Medium case BW transmissions and the FMX Ford transmission.

Needless to say the design was successful and although way out of production was one of the most popular transmissions we, at my transmissions shop, rebuilt in our early days in the early ’80s. Since the Cruisomatics were one of the only transmissions with a cast iron case, rebuilders who did the most BW-Cruiseomatics were called ‘ironheads’..

I can’t recall if Ford used a different trade name later on, for instance on transmissions like the 4R100.

Not that you will run into the need for one of these units, it is nice to know transmissions of this type can easily be found fast, and at affordable prices at GotTransmissions.com. Call us at 1-800-268-0664 for an unbeatable quote.

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Remanufactured transmissions: 4R100 Super Duty…

The most durable Ford transmission made from 1999 to 2004 was called the 4R100. It proceeded the venerable E4OD (Electronic 4 speed Over Drive), built from 1989 to 1998. And was proceeded by the 5R100 in 2005. Available today in our remanufactured transmission line.

The basis for upgrading the E4OD in 1999 was mostly because Ford redesigned the transmission for fully computerized vehicles. Not that the E40D was non computerized, in fact it was very electronically advanced and made full use of computerization. Along with updating the electronic control system for more reliable performance, a bevy of internal changes were made too.

With a growing body of owners and rebuilders agreeing on whether this transmission was really any better than its predecessor for various reasons. Some of the issues brought up by owners, were the same issues rebuilders had, viewed from a different angle. The owners of said transmissions knew that certain problems continued to occur, which put them in the market for a replacement transmission. Preferably one that was ‘beefed up’.

Transmission rebuilders were faced with semi-new methods of manufacturing certain parts and how to improve the durability at a reasonable price. Simply put, the new methods of manufacturing some of the internal parts of a 4R100 were in essence cheapening up the unit. For instance, the clutch drums were now made out of a relatively thin stamped steel, as opposed to the big thick heavy cast iron drums made for the E4OD transmission, stemming from the legendary C-6 transmission. Considering the entire overdrive section was redesigned using the new methods of manufacture, the O.D parts were then not interchangeable with an E4OD now.

The basic problem with stamped steel components come from running a transmission to hot, which was common for F-450 truck owners, especially the commercial trucks. When one of these units had an overheating related failure, the heat literally warps, distorts and can remove the temper from the metal, making them usless or risky to reuse. Obviously making the cost of a rebuilt transmission more.

Good comes out of bad. Research and development company’s developed reliable, strength building update kits, which solved the early burn-up problems, which caused overheating of the transmission and therefore clutch drum replacement issues. The actual parts were not upgraded. However, by eliminating the inherent soft, sloppy shifts, the slippage and heat buildup were reduced, which in turn lowered the amount of failed transmissions.

During my 25 years as a transmission shop owner, one of the most effective tools or upgrades for the E4OD and 4R100 transmissions was to install an auxiliary transmission cooler. The cooler, along with the proper updates produced on heck of a durable, reliable transmission. Obviously using the premium grade clutch plates and internal rubber seals is an unspoken truth for any transmission remanufacturing or quality transmission supply company.

Perhaps the most important touch, which comes last, is to use a fully synthetic transmission fluid, designated, Mercon V. It is specifically made to take the heat, along with the proper additives increase the life span to it’s maximum, which can be 200,000 miles or more. Assuming you follow correct maintenance, on time using the fluid described above.

Should you be on the look-out for a rebuilt transmission like a 4R100, make sure you understand what you need to buy. Educated consumers make better decisions and rarely get ripped off..

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Used transmissions-Chrysler Torqueflite-A518..

The A518, later 46RH (hydraulic) and 46RE (electronic), is an A727 derivative with overdrive. Starting in the early 1990s, it was used in trucks and vans. This is an ideal transmission to purchase as a from a reputable transmission supplier, since they are very abundant in quantity, considering many late model low mileage trucks which end up in the salvage yard wrecked, being a source of a quality used transmissions.

A bit more modern than the first Chrysler transmissions, the A-518 is also known as a 46RH transmission and was used extensively by Chrysler in the early to mid- ’90s as a replacement for the A-727. It is the heavier-duty cousin of the A-500 overdrive, typically used behind V-6 engines in the mid-’90s. However, the A-518 is based on the A-727 and they share some things in common, which makes them a nearly bullet proof transmission.

A later version of the A-518 is known as the 46RE, with E designating electronically controlled. This computer-controlled transmission first appeared on 1996 models. The first generation 46RH transmission controls were hydraulically activated similar to the manner an A-727 works throughout the first 3 shifts. However the overdrive gear is electronically activated through a set of sensors and a TCU.

Internals are different in the overdrive section, however, and not many components are interchangeable. The overdrive gear was designed to plug into the end of the transmission. Thus keeping the bullet proof 727 internal components. The A-518 also incorporated other internal upgrades related to the overdrive section. This transmission came in both two-wheel drive and four-wheel drive configurations

This transmission and the A-727 use the same 14-bolt oil pan and the oil screen inside the pan also is identical. This makes identification a little more difficult when the unit is removed. The 46RH transmissions that were used from 1990-’95 have a three-pin electrical connector on the driver’s side of the transmission which controls two solenoids, the overdrive solenoid and the torque converter clutch solenoid.

The 1996 and up model 46RE units have an 8-pin connector instead of the 3-pin, and are fully computerized in operation.

When finding one of these units, it’s wise to choose a company that supplies used Chrysler transmissions that are fully pre tested and certified in perfect working condition. Needless to say, the lower the mileage, the better. The most competent and confidence building transmission supply company’s have taken extra steps in locating all across the country the units that will outperform cheaper older used transmissions where the life span is limited, thus making it a bad investment.

You may refer to it as an A-518 or a 46RE or 46RH, either way when you call GotTransmissions.com @ 866-320-1182, have your VIN ready for exact identification and a perfectly fitting and working used transmission. Guaranteed.

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Chrysler transmissions-Vacamatic semi automatic..

Looking for a used transmission? Try finding the first known production automatic transmission in 1941 built by the Chrysler Corporation? Known in 1941 as the M4 Vacamatic transmission. In reality it was the first semi-automatic transmission which was marketed by a major manufacturer. Chrysler Corporations first attempt to compete against rival’s automatic transmissions.

Being a hybrid of sorts, it still had a clutch, primarily to change range. In normal driving, the clutch is not used. The transmission itself was a fully synchronized manual type, with four forward gears, one reverse; where the shifting was done ‘automatically’ by a vacuum cylinder setup as in the early, M4, or the more advanced technique using hydraulic cylinders in the M6, Presto-Matic. The main difference was the addition of a fluid coupling between engine and clutch, and the shifting mechanism.

Fluid coupling as it was called then, was the first working torque converters. Which, theoretically speaking and mechanically have not changed as much as one might think in over 60 years, except for the currently used ‘lock up’ systems in modern torque converters.

I personally had one for a few years, did not drive it much, as my shop inherited it because the customer never picked up the finished product.

That being said, driving one was/is quite an ordeal compared to putting it in drive and going. Starting on take-off, one would disengage the clutch, then choose a ratio (High for normal driving), and, while being stopped with foot on the brake, engaging the clutch. Pressing the accelerator would move you forward, in third, with the fluid coupling connecting the engine to the transmission. Upon reaching 15-20 mph, I would back off the gas pedal and wait for a ‘clunk’ to occur (the automatic shift), and you would continue in fourth gear. Low range was quite similar, but with a much lower gear ratio, it was used in particular at slower speeds. It is also possible to start in Low, allow the shift, then move the range selector to High, using the clutch, and continue in High.

Not to be mistaken for a performance transmission, it was fine behind the six or eight cylinder flathead engines of the day, but once Chrysler introduced the V8 Hemi engine it was time to design a new series of stronger, modern fully automatic shift transmissions. However, over the years this transmission has acquired a reputation for absolute reliability.

Chrysler trivia. Not much chance of finding a low mileage used transmission here! However, a remanufactured transmission can be purchased from only a small faction of the best transmission suppliers. Which brings me to the term remaufactured, which indicates changing the ‘originality of the transmission, which is not acceptable to collectors. Realistically speaking, for the folks that actually may be interested in acquiring one of these old timers, a transmission rebuilding and supply company would sublet this to a bonifide antique transmission rebuilder.

The other issue in terms of rebuilding used Chrysler transmissions such as this, is that most of the original people who worked on them are dead or forgot how to work on them. I was lucky, when I entered the field in the ’70s, I worked with some ‘oldtimers’, who tought me how to rebuild these transmissions. It was pure luck, because within 5 years we foe all practical purposes stopped seeing these old transmissions due to attrition. Fortunately for me, I have a photographic memory for all mechanical components and still can rebuilt one of these old beasts today.

Yes, a touch of trivia, but what kind of dull blog would we be offering you if we never covered some unusual historical and very cool older transmissions and their history? I’m sure most of you are familiar with the current name Chrysler, Dodge, and Plymouth Enjoy..Called the Torqueflight. Which, most likely is what your interests would be in terms of transmissions..

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Rebuilt transmissions-Chevy T-400..

The TH400 is an automatic shift, three-speed, longitudinally positioned transmission. It is well known, especially to commercial vehicle owners and drag racers to be a supremely durable and legendary performance upgradeable transmission. Rebuilt transmissions can be purchased in stock to racing applications.

The Turbo Hydramatic-400 is mildly rated to handle at least 450 ft. lbs. of input torque. Aftermarket building updates and extreme duty parts take it well past that figure.

Historically, the Turbo 400 was introduced in 1964 in Buick and Cadillac cars and in Chevrolet and Oldsmobile cars the following year. The short-lived innovation of the variable pitch (VP) stator was available in the 1965-1967 cars, which was way ahead of it’s time, to become a lock up torque converter in later years, although never offered in the T-400.

The T-400 made its way into heavier duty GM trucks in the 1970’s in 2wd and 4wd configurations. The 400 was not just a GM exclusive transmission. It is an immensely popular transmission, adapted in the automotive industry, using factory and aftermarket made engine to transmission adapters to be found in GM’s, Jeeps, Jaguars, Rolls-Royces, Ferraris and custom applications.

As with other GM transmissions, GM changed the naming system of the TH400 in 1987 and it was then referred to as the 3L80 (3-speeds, Longitudinally positioned, 8000 lbs. GVW). An overdrive version of it was introduced in 1991 as the T-4L80-E. This electronically controlled transmission remains in production and enjoys the same highly successful reputation as the T-400, and in widely use in heavy-duty GM and military applications.

The most common form of T-400 is a remanufactured transmission. Primarily because they have been out of production so long. For a list of transmissions and a quote call 866-320-1182 and talk to a specialist now. Enjoy more transmission articles on our GotTransmissions.com Blog..

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Chevy Turbo-Hydramatic: Rebuilt Transmissions…

The Turbo-Hydramatic (THM) series was developed to replace both the original Hydra-Matic models and the Buick Dynaflow. The first G.M. transmission to hold the moniker was the Turbo-Hydramatic 400, first used in the 1964 model year in Cadillacs. Now available primarily, in many forms as transmissions.

The Buick version, which followed shortly thereafter, was known as the Super-Turbine 400. By 1973 THM trade-name transmission had replaced all of GM’s previous automatic transmission line. Some may remember the Chevrolet Powerglide, Buick Super Turbine 300, Oldsmobile Jetaway, etc..

From the early 1980s onward, it was progressively replaced by later four-speed and five-speed automatics which evolved into the T-700R4 overdrive transmissions with 4 and five forward gears, Most of them continue to use the “Hydramatic” or more precisely the Turbo Hydra Matic or T for short, trade-name.

Although the Turbo-Hydramatic name is a relative to the first fully automatic transmission. Hydramatic was actually developed and first developed and used by General Motors Cadillac division in the late 1930s, the two transmissions are not related mechanically in any way.

The last TH transmission made, about 1992, ironically was the T-400. Which can be purchased in abundance very affordably as a rebuilt transmission. A favorite of drag racers for ever, it seems, due to it’s tremendous durability. Call GotTransmissions.com at 866-320-1182 for a quote.

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Rebuilt transmission-automotive transmission terminology defined.

A rebuilt transmission is an old and accurate name for remanufacturing transmissions. It is still more commonly used by automotive transmission industry than the term remanufactured transmission. For example, the Automotive Parts Remanufacturers Association (APRA), has the new term in their table of contents now, but to be safe, on their own website use thet combined term as ‘rebuild/remanufacture’.

There is considerable discussion in the automotive and truck field about the differences between the terms “rebuilt transmission” and “remanufactured.” Many feel that while there may be no difference, “remanufactured” being a more trendy term for communicating and promoting the sophistication and hi technology to which the industry has grown.

Others prefer the term “rebuilt” because it more accurately describes the process of reconditioning of a used part. The bottom line is, the terms can be used interchangeably and mean the same thing.

Transmission rebuilding firms come in all sizes. There are many small, home town rebuilders who perform on-vehicle repairs as well as transmission reconditioning and operate with less than a dozen employees. There are also large suppliers of transmissions with more than one plant working on a production-line basis. They employee hundreds of people and renew countless of parts to their original factory condition. Often having in-house machining operations.

Regardless of size, don’t allow yourself to be come obsessed with terminology over the finished product. Call them rebuilders or remanufacturers the final result should be essentially the same: a quality job results in a quality product.

Become an educated consumer, understand the basic terminology used by various sources to have enough information to make a beneficial unconfused decision on replacement transmission suppliers..Much of our GotTransmissions.com blog is devoted to making car repair decisions easier and more cost effective for the consumer.

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Remanufactured transmissions defined…

Any attempt to clarify the confusion caused by companies that choose fancy terminology, over common terminology in the transmission replacement industry is an important matter since the APRA, (Automotive Parts Remanufacturers Association) decided to include the term rebuild in the same category as remanufactured. I applaud the APRA for lessening the confusion for people who frequently did not know what the difference between a rebuilt transmission and a remanufactured transmission is. 

Using this terminology or technique, worn or broken transmissions are disassembled into sub-assemblies, which are rebuilt to stock factory specifications, ready to be reassembled into a reconditioned transmission. This is the case of remanufacturing automobile engines, transmissions, alternators, fuel injectors and many other related automotive components. Once the product is disassembled and the parts are cleaned, inspected and replaced, the process finalizes with assembling the refurbished sub-assemblies into a reconditioned transmission on an assembly line, similar to the factory process.

The remanufacturing process, in particular, causes a loss of the original products identity since the final assembly process includes using remaufactured sub-assemblies from different transmission, reconditioned to the factory specifications.  Some of the FAQ relate to the commonality of parts in products of different models and years, and their relationship with re-production process.

Certain groups of people, particularly vintage car owners want all of the sub-assemblies to be the original assemblies that are to be reassembled in the transmission rebuilding process. Thus keeping the car completely original. Vintage cars lose tremendous value when the original parts are not used in a restoration project. So by defition, the basis of remanufacturing is not acceptable to vintage car owners.

Vintage car owners use smaller transmission replacement companies so the original integrity of the product is not disturbed. The personal touch of a smaller transmission rebuilding company allows one to achieve the same result as a large remanufacturing firm, without losing integrity. And may be more suitable for that person.

As a car and truck owner, I would prefer to have the original part, in this case the transmission that came in the truck rebuilt, using all original use-able sub-assemblies.

That being said don’t allow the flakes of fairy dust some companies sprinkle on their terminology cloud your ability to make an informed decision. Armed with this type of information, educated consumers always make better decisions.

The fact is that no matter what term one may use to describe a rebuilt transmission, it comes down to the ethics of said shop as to what really goes on behind closed doors. Simply put, if the supplier you choose to deal with has poor ethics, than call it what you want as far as terminology is concerned, but be prepared to purchase an inferior replacement transmission, in this case.

When we rebuilt a transmission at my shop, the terminology had much less to do with the outcome of the job than the paradigm we upheld. Which was to provide our customers with a product they could count on to build confidence by providing long term trouble free performance as long as the consumer follows proper maintenance procedures.

The next time you are confronted with the subject of rebuilt, remanufactured or reconditioned, remember that it all boils down to the ethics of the company providing the product. Choose your rebuilt transmission supplier wisely.

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Rebuilt transmission-Audi-A8 Quattro…

The automatic transmission used in a 2005 Audi A-8 Quattro is manufactured by ZF. This should not surprise you since we touched on the subject in a prior post on ZF transmissions. Before I start my ZF rebuilt transmission story, let me speak for one more paragraph….

If you remember what we discussed, great, if you don’t feel like reading or re-reading the post, what we discussed was that, ZF manufactures and sells their transmissions to companies that in general produce cars of authority. Cars and heavy duty trucks that outperform other products offered in said category. If I were to make a comparison that seems sensible, it would be to compare an $8500.00 Rolex Gold Submariner with a $39.00 Timex watch. Both keep good time, but realistically speaking, if money was not an issue, which watch would you buy?

One day in late 2005, my transmission shop was fortunate enough to have an early 2005 Audi A-8 Quattro off at my shop. The car was probably made in mid 2004 and dubbed a 2005. It had over 100,000 miles on it. A tremendous amount of driving in a year and a half, but it was out of factory warranty.

We went through our all the proper procedures, did a diagnosis and determined it needed a rebuilt transmission. Lets get to the chase…..

The transmission was removed by my ‘Chief’ R and R man (remove and replace).  What did we do after it was removed, and before any dis-assembly was performed on the transmission, particularly on a model not familiar to us. We would arm ourselves with as much of the best possible information and be 100 percent familiar with what we were working on in advance..I’m no Boyscout. Be Prepared.

Guess what, it was so new that even the factory did not have any information on it. Even our best research and development problem teams had nothing. The only thing we could find was a brand new transmission from the dealer for just shy of $10000.00. That was not including the R&R fees and fluids. And that was three months away.

To make a long story shorter, we had to contact ZF USA Industries main USA plant, which in turn put us in contact, third person, with ZF Germany Industries. Who in turn, literally pulled new parts off the assembly line, packaged them up and sent them. First to ZF USA, finally to us. It took 2 months.

So here is what is even more amazing, and why a  top level transmission rebuilder gets paid a lot of money and gets a lot of respect. With no information, my lead builder, while I was hanging over his shoulder in amazement, disassembled the transmission successfully. If you think disassembling at least 1000 separate parts, including nuts of all thread sizes, bolts of all lengths that have to go back in the hole it came out of or handling and laying out the most complicated 4 layer valve body that has 11 solenoids is easy. Well, need a job?

The person I’m speaking of, had been so thorough in his dis-assembly and layed out the transmission in such a methodical manner. Along with a few written notes. And one of the best memories and transmission savvy minds I have ever known, reassembled the transmission. It took him almost 3 full days, and I helped when he needed it. I still have not gotten over how he remembered to reassemble it. This man worked for me for over 6 years, thus I knew he had a heck of a transmission rebuilders mind.

The ‘Chief’ did his magic and reinstalled the transmission using the proper procedures and factory automatic transmission fluid, and it worked perfectly. John did a final pre-road test fluid check and hooked up the scan tool, checked everything out and away he went. The Audi rebuilt transmission worked perfect, the scanner indicated it was functioning perfectly and the car in general was everything it was billed to be.

As the long story ends, the main things I hope you come away with are that qualified transmission rebuilders are extraordinarily talented people with unusual diagnostic powers. On a scale of 1 to 10 with 10 being the highest marks, a competent do it all tranny man is a 10 at minimum. Simply put, a rebuilt transmission, done right is a cost effective way to solve a need for a rebuilt transmission. If you are in the market for a rebuilt transmission, read more of our GotTransmissions.com Blog for information on your car and how to make an educated decision.

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