because I didn't know how critical they were or if people even just left them out on anyway.

 

I would for sure put the epc screen in there. That solenoid is finnickey enough as is.

Its not going to kill the trans by leaving them out. They're they just to protect the life of the solenoid. It's not like they're a flow restriction or anything so I always use them.

 

got ya, will do and thanks.

Transmission should be going in this Saturday

 

https://www.ebay.com/itm/Pressure-tr...53.m1438.l2649

If you have hp tuners, this is a great sensor to invest the $20 in.

I personally have used this sensor and wired it using the fuel tank pressure input to the ecu, just turn the codes off for it. You can log line pressure and then go back and see what it's doing during a shift, or under different conditions. I just leave mine in the pressure port and look at it whenever I want to get the laptop out and log.

 

****Transmission is complete and will be going in this Saturday so here is a to date review of the past 3 rebuilds. Last two done by me and documented in this thread, original rebuild done by a shop.****

Original (shop)
- Original build (shop) installed sonnax performance pack.
- sonnax 2-3 shift valve
- Sonnax input drum reinforcement sleeve
- TransGo separator plate with all feed holes and band release drilled to .093"

*Issues*
- Band clearance was set at .250"
- servo release check valve installed, no 3rd accumulator capsule, solid plug in that bore.
- cracked forward apply piston is what let loose

My First Rebuild
- full rebuild with all new clutches, steels, some bushings & all new seals and gaskets.
- set 3-4 clutch pack to about .030"

*additions*
- Sonnax billet forward apply piston
- Borg Warner forward sprag

*Issues*
- installed 3rd accumulator capsule, left the solid plug in exhaust bore, reinstalled servo release check valve.
- installed new reverse input drum ( or so I thought ) rookie mistake and that drum was also turned so welded the tip of the apply pin to get band clearance around .100"
TRANSMISSION RAN FLAWLESS AFTER REBUILD

2nd Rebuild
- full rebuild with all new clutches. No new steels
- some new seals. No new bushings
- 3-4 clutch pack set at .040"
- band clearance. 060"

*additions*
Drum & servo
- ended up getting a BRAND NEW reverse input drum from TRUTECH
- sonnax apply pin
- sonnax alto wide band.
- band clearance .060"
Input Drum
- new input drum ( blew the snap ring out of the old one.
- swapped out #7 3-4 apply ring for a 700R4 #4
- reinforcement sleeve, thread lock when pressing shaft into input drum.
- new teflon seals
- 3-4 clearance .040"
- transgo springs in the 3-4 and forward cages (half the transgo springs were used in each cage)
valve body
- sonnax forward and reverse abuse valves
- sonnax end plugs
- blocked the 3-2 shift valve and the 3-2 control valve inboard
separator plate
2nd apply .093"
3rd apply .125"
4th apply .125"
band release .093"

- transgo hardened pump rings added along with new vanes

*issues*
- removed servo release valve and left it out
- removed plug in 3rd accumulator/ installed new capsule
** I have always had a part throttle bump on the 2-3 shift and am hoping getting rid of the plug and release valve clears that up **
- reason for this rebuild was blowing the 3-4 snap ring out of the input drum

- only clutches that showed any wear were the 3-4 clutches (.007" per clutch)

 

Fingers crossed that you latest rebuild will be perfect.

 

Cayenne, where did you find a replacement o-ring?

 

originally I used a random o ring left over from a paper and gasket kit. Fit well and I'm guessing it would of been plenty fine but in the end I chickened out and just bought a new boost valve from WIT.

 

Looks like I'm good to go. Put about 60 miles on it today.

love the yank pt4400

 

When left in drive it just barley nips the lef limiter on the 2-3 shift. When in 3rd at wot it will hit the limiter 2 times on the 2-3 shift. No flare, just not timed perfect.

question being, is this something I should fix with a tune or something I should adjust/ mod to the separater plate ect. ?

 

Adjust the tune, lower the WOT shift MPH. Then try the WOT 2-3 and see what happens.

 

sounds good, thank you.
I did also go from a pt4000 to a pt4400 also.

why would it be better when I'm in Drive as opposed to 3rd on the 2-3 ?

 

It shouldn't make a difference with a properly built transmission.

 

If it doesn't seem like a flare/slip I would look into the tune.

Probably a mismatched rpm vs. speed shift command

 

thanks

definitely not flare.

things I changed that might have effected it......?
- 3rd apply .125"
- removed sonnax servo release check valve
- higher stall
- #4 apply ring and about .010" looser 3-4 clutch clearance.

definitely hope it's tune related

 

Not at all saying this is your issue, i'm just curious...why did you go with the #4 apply ring?

 

just read a post by I think PBA....? that said it is .030" taller than the #7 and reduces the chances of flare

 

It is taller...which takes away from the total real estate for the 3/4 clutches. I was just curious why you used the taller apply ring with thin clutches (you mentioned .065 clutched above) instead of just using thicker clutches to take up the clearance. Thicker clutches handle more abuse, particularly from heat.

I'm able to get 8x.080 clutches in a stack and always use the #7 apply ring.

Not saying your setup isn't going to work. I was just curious to the reasoning.

 

Got ya.

I struggled to comprehend how it would work but I guess in the end I took it as I will have the same clutch space but the pack will start to engage that much sooner.

it was just something I came across in a thread while researching 3/4 clutch pack and input drum mods

 

The point were the shift issue goes away is a fluid level that pukes fluid out the vent