He thanked us for the diligence we applied to getting it right and would leave us a five-star review, which made the boss happy with us as well.Įven though I enjoy rebuilding transmissions, there are days where it becomes a job. A couple of weeks later, he stopped by for the ten-day check and stated the transmission had never worked better. It was time to call the customer to get his vehicle back home. The fluid level was good, and there was no longer a delayed engagement, which made our morning. We have found bad rotors before, but they were scarred up with deep grooves on the surface from riding against the bellhousing or stator support body.Īfter installing the rotor and letting it sit overnight, we rechecked the fluid level in the morning and checked for the delayed engagement. So, here is a new addition to the normal procedure, measure rotor thickness even if it looks good calipers don’t lie. The top and bottom surfaces looked smooth, like they were designed that way. It would only take a couple of thousandths to allow fluid to leak by. We grabbed a couple of new rotors on the shelf to measure thickness while another technician removed the transmission. We suspected a worn pump rotor, so we removed the transmission. We fired it up, and the transmission had no pressure. The next morning, we found the fluid level was high on the stick. We installed a pressure gauge on it as well. The vehicle was left with us so we could let it sit overnight and check it out. But he was concerned about this morning delay and that it might lead to something worse. The customer stated he couldn’t be happier with the way it performed throughout the day and that it never worked better. On initial start-up, it had a delayed engagement, but after that, it worked perfectly all day long. The customer drove it around for that day, and everything was good until he parked it and let it sit overnight. Everything seemed to work ok, so we delivered it. We had rebuilt a 6L80 for one of our customers. That’s usually when something sneaks up on you and bites you in the rear, which is what happened to us recently. Sleeping at the bench is what I call it, and I’m sometimes guilty of it. This could lead someone to getting into that mode of just doing the procedures and not paying critical attention to all of the details. We have repeated the same procedures over and over with excellent success, to the point that they have become habits. It helped increase the profit margin and lower the end price, making it slightly easier to sell.Īt the shop I work at, we have built so many of these, sometimes seven or more a week. So, we began machining the old components to reuse them and saved quite a bit of money in doing so. This drove up prices and made it hard to sell the job and make money. Almost every 6L80 that shows up is either a converter failure, plugged filter, burnt 4-5-6 clutch, or a damaged stator and bell.Īs people across the country began buying these parts, supply could not keep up with demand. Although, the problems with the 6L80 are usually consistent. It reminds me of how often we used to see 4L60Es. As time goes by, we see more and more of these 6L80s showing up at the door.
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