A faulty transmission can leave that car sitting in the garage. There is a short small shaft that goes into the middle of the main shaft on the trans side. And good luck it can be a real pain. The Merica Eagle Commander 4R100. The front seal is staked in place with a special tool although you could probably come up with some way of doing it yourself. The plate can get caught up and bent so be careful. I read in a Haynes manual that the torque converter should be installed in the transmission before putting it in.
. If this is a computer operated transmission, you must ensure the system has been cleared and ready to accept the new transmission, your local auto parts store, auto repair or dealership can assist with this. The pump drive is flat on both sides so you can be almost 180 degrees out. Try to get the trans at an angle that helps the engine lined up better. If I don't get it this time I am doing the T-5 deal myself. If the converter lined up and mated with the bellhousing off then I would think the hub is bent because the bellhousing was stopping the unit from going into the tranny fully.
The 4R44E is a light duty version of the electronic unit, similar to the old non-4. These are the things that I screwed up doing my install. Other things you want to have replaced are: forward one-way clutch always , overdrive drum stamped tin, replace if out of round or heat damaged , pump Ford only, rebuilds are prone to failure , and the converter get the better converter with the improved lock-up clutch and brazed fins. Remove the transmission and replace the front seal. Remove both drive shafts, and loosen the trans mount. Torque Converter Installation Tips Clean the crankshaft pilot hole. Stock has 4 to 6 clutches.
Those units had a very small drainback circuit-just two small holes that led to the turbine shaft bearing. Finally, oil leaking into the cavity behind the front seal must be able to flow out the drainback circuit without creating back pressure. If the cooler were completely clogged and had no flow at all, converter pressure would go up to-or very nearly to-line pressure. The outer shaft is not turning during install tries. Always inspect the dowel pins in the engine and the dowel pin holes in the transmission case.
It binds in a brass bushing. This gives a much greater availability of ratios, and makes it real easy to keep the engine in its power curve. Note: If the original bell housing bushing is not worn, reuse it. I can see now how much play there is on the pump and would make it difficult. When you start the engine and put the transmission into gear, there will be an engagement. Is there something I'm missing here? We have diesel converters in many different levels, billet covers, billet clutch pistons, triple clutch, billet stators, steel stators and low stall versions.
It's about a foot long and has splines on both ends. Most of it comes from the torque converter. This Merica rebuilt 5R55S Transmission with a matching torque converter, comes ready to install in your vehicle! The problem is as you wrestle the tranny in there it rattles out of the first stage. Shaft turns but feels pretty snug wiggling front to back. These converters come in many different performance levels.
The torque converter has three stages to slide on if it's only on two the motor won't turn over. Both conditions are fairly common and virtually anyone who's worked on transmissions for any length of time has contended with them. Could the pump have become mis-aligned? This will almost ensure that you will have another repair needed right after the 1-year warranty is out. In addition it is equipped with a torque converter clutch using a single disc clutch plate. I was freaking out till I read this thread. Make sure the converter is properly seated, unless you like destroying trannys. Once engaged, will the pump turn easily? Always install 4 to 6 ounces of fluid in the torque converter before installation.
Ive done what you did and my tranny worked fine afterward. So where does this pressure come from? I also reused as much 'old oil' as I could. I guess im going to have to rig something up beacuse in order to switch the two it looks like i have to take the pan off and start tearing stuff out. But later, when other units had the same problem, we seem to have forgotten what we learned on the 125. If the fluid level is still high, then some other com-ponent s -like a worn pump, stator support bushings, turbine shaft seals, etc. These failures always seem to happen at the worst times and places, ensuring the most in customer inconvenience and a hard-to-handle repair cost. A vehicle that will not move because of drainback behaves entirely differently from one that won't move for other reasons.