![]() When the pump pocket is cut, machinists take extra care not to contact these stop surfaces. These areas are designed to limit the movement of the slide. Other areas of concern are the high and low-pressure slide stop surfaces. Just because the slide and rotor move freely on the bench does not mean that they will move when heated up in the vehicle. If it seems like you might not have enough clearance, use Plastigage® to provide an accurate measurement. 0020” for the slide and rotor-to-stator surface. Use a straight edge and feeler gauge to check for proper clearance. Check the clearance of your slide and rotor in your reconditioned pump pocket. ALWAYS prove that your parts are going to work as designed. Just because you have parts that are new or reconditioned doesn’t mean that everything is okay. We will discuss unit end play later in this article. Since most units being rebuilt have about 100k miles on them, unit clearance should be checked and adjusted anyway. Some processes include removing material from the bell housing-to-case surface as well. Most machinists remove enough material to restore the pump pocket and then remove an equal amount from the pump surface to maintain OEM dimensions. This is a precise dimension that must be matched for proper rotor and slide clearance. The pump pocket depth is restored by removing material from the bell housing surface. 015” of material is removed from the stator support and bell housing to restore the surfaces on a typical pump assembly repair. As most of us know by now, torque converter failure is the number one issue that brings these units to our shops.Ī total of. Mike Tilley, from Arizona Transmission Machine Inc., walked me through the details of repairing the damage that commonly occurs in the pump area due to torque converter failure. To get an in-depth look at these units, I took a trip to my local machinist’s shop here in Phoenix, Arizona. Let’s take a look at some specific areas where these units can beat you up if the details are not addressed. Here is where even the best rebuilders can fall prey to a no-go or a comeback. Unfortunately, with common units can come routine, repetition, and a lack of attention to detail. ![]() With so many of them in need of repair, they have become a common unit to build. We have seen several patterned failures, written numerous articles, and found countless fixes to keep these units on the road (and the list doesn’t end). ![]() The 6L80 and 6L90 transmissions have become the most popular rear-wheel drive GM transmissions in most of our shops.
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