Rookie 4l60e rebuild
Moderator
Joined: Aug 2010
Posts: 7,323
Likes: 529
From: Ann Arbor, MI
The Reverse signal comes in between those two o-rings; therefore you may not get much boost in Reverse, which might cause the reverse clutches to slip.
Did yours not come with that o-ring? Perhaps Sonnax would be kind enough to send you another one.
Did yours not come with that o-ring? Perhaps Sonnax would be kind enough to send you another one.
Thread Starter
TECH Junkie
Joined: Nov 2013
Posts: 3,913
Likes: 366
From: White Bear, Mn
If I recall, one was more prone to failure than the other and was recommended for high hp applications, with the other being a good upgrade but perhaps gilding the lily in most cases. But I can't recall which one was which.
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
Topdon ONE vs. Artidiag 800 BT2: Which is the Diagnostic Tablet For You?
Pouria Savadkouei
Gas Monkey Built a 6-Wheel Ferrari Testarossa With a Corvette LT4 Engine
Verdad Gallardo
7 Most Reliable High-Performance Engines GM Has Ever Built
Verdad Gallardo
Amazing '71 Camaro Restomod Is Modern Muscle Car Under the Skin
Verdad Gallardo
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
TECH Junkie
Joined: Dec 2012
Posts: 3,621
Likes: 1,335
From: Iowa
Where do you want to get it done and at what cost? For me, its a cost vs gain comparison. If you're to the point where you're going to break a stock input shaft on a launch, you're going to have a hard time keeping a band and 3/4's in it anyway. It can be done...lots of corvette guys have no other option.
Thread Starter
TECH Junkie
Joined: Nov 2013
Posts: 3,913
Likes: 366
From: White Bear, Mn
Where do you want to get it done and at what cost? For me, its a cost vs gain comparison. If you're to the point where you're going to break a stock input shaft on a launch, you're going to have a hard time keeping a band and 3/4's in it anyway. It can be done...lots of corvette guys have no other option.
I don't know what the breaking point is for the stock input and output shafts. I've ran 11.2's with 1.56 60's @122 mph and am probably looking at low 1.5x 60's this season at around 3500 lbs. with me in the car this season.
I won't be adding anymore power so if it's a non issue I won't worry about it but if it's something worth doing I figured what the hell..... depending on cost.
Thread Starter
TECH Junkie
Joined: Nov 2013
Posts: 3,913
Likes: 366
From: White Bear, Mn
"I pulled the trans a year later to install a billet output shaft and checked the 3/4 clutch. The clearance had expanded to .110" !!
Granted I made daily WOT 4-2 downshifts which are particularly hard on the clutch.
Checking with Chuck @FLT, he thought that using the Transgo 3/4 "bleed orifice" instead of the stock check-ball capsule was my problem"
Thread Starter
TECH Junkie
Joined: Nov 2013
Posts: 3,913
Likes: 366
From: White Bear, Mn
TECH Junkie
Joined: Dec 2012
Posts: 3,621
Likes: 1,335
From: Iowa
Blocking the valve could be done with a piece of copper pipe if you wanted (people used to block the 1-2 shift valve on a powerglide this way to avoid automatic upshifts...but that's a topic for another day haha). Just make sure it fits the bore and cut to length. That's all the tight wound spring is doing...being a spacer.
Thread Starter
TECH Junkie
Joined: Nov 2013
Posts: 3,913
Likes: 366
From: White Bear, Mn
Installed half the springs in the 3-4 and forward/ overrun spring cages. Why does the forward/ overrun cage need to be so stiff especially considering the forwards are always on when in D
Moderator
Joined: Aug 2010
Posts: 7,323
Likes: 529
From: Ann Arbor, MI
As MaroonMonster said, the output shaft is more likely to break than the input shaft due to the torque multiplication.
IMHO a common and often overlooked failure point is looseness between the input shaft and the input drum. Hence the Sonnax input drum reinforcement ring should be considered essential. IIRC you are doing that anyway.
Glad you found my post about leaving the input drum's check ball.
And blocking the 3-2 downshift valve shouldn't be too hard.
IMHO a common and often overlooked failure point is looseness between the input shaft and the input drum. Hence the Sonnax input drum reinforcement ring should be considered essential. IIRC you are doing that anyway.
Glad you found my post about leaving the input drum's check ball.
And blocking the 3-2 downshift valve shouldn't be too hard.
TECH Junkie
Joined: Dec 2012
Posts: 3,621
Likes: 1,335
From: Iowa
New drum with new bushings. I would leave it alone.
My experience shows an incredibly low failure rate with even high mileage oem bushings.
I think there more risk of scoring the bore trying to remove them, or not driving them square when installing them than there is of stock failing.
My experience shows an incredibly low failure rate with even high mileage oem bushings.
I think there more risk of scoring the bore trying to remove them, or not driving them square when installing them than there is of stock failing.
Thread Starter
TECH Junkie
Joined: Nov 2013
Posts: 3,913
Likes: 366
From: White Bear, Mn
New drum with new bushings. I would leave it alone.
My experience shows an incredibly low failure rate with even high mileage oem bushings.
I think there more risk of scoring the bore trying to remove them, or not driving them square when installing them than there is of stock failing.
My experience shows an incredibly low failure rate with even high mileage oem bushings.
I think there more risk of scoring the bore trying to remove them, or not driving them square when installing them than there is of stock failing.
Thanks