This is the story of my learning to rebuild a transmission using my truck as a guinea pig. Last updated 3-23-2004 9:41pm EST.
This story starts 2 days before christmas 2003 while bringing my daughter back from an overnight stay at her friends house the transmission dies in the middle of an intersection of a US route and a State route. I started up at the light and got to the middle of the intersection and nothing. The engine revved but there was not any forward motion. I got the truck pushed across the intersection and into a gas station parking lot. My daughter called my wife on her cell phone. My wife also called a tow truck. The tow truck got the truck to the street at the bottom of my driveway. The tow was $55.00 on a rainy night. I backed the truck up the driveway and into the garage.
I spent the next week calling and getting estimates. I did some research and found that the transmission in my truck was a TH700R4. Esimates ranged from $2600.00 to $1200.00 to have the work done. Rebuilt transmissions ranged from $800.00 to $2200.00. Although I think the low end were really just used transmissions from a junk yard reseller. I found some rebuild and master repair kits for $400.00 on the internet. I ended up contacting an internet reseller from Springfield IL. He works full time at his transmission shop named "Ferengi Transmission". I have not gotten an answer from Dave as to the origin of the name. I am just going to assume that Dave goes by the "Rules of Aquisition".
So far I have spent a total of $155.00 on a master rebuild kit and $35.00 for a shift kit from Dave. I have also had to get new parts solvent and a smaller torque wrench. I also had to replace a socket that I broke on a brake job for a friend New Years Day. Thank goodness Advance Auto Parts was open New Years as this friend had gotten the pads for a '91 Dodge Shadow when he really had a '90 Shadow. The pads were quite different. Anyway, this friend helped me get the truck on the ramps and jacked up the day after New Years.
While I have been working on my truck my Mother In Law has loaned me her Ford Tempo to get to work, etc. She warned me that the car did not go fast. "There is not a 4th gear" she indicated. She is right, it has a transmission problem also. I hope it holds out long enough for me to complete the truck's transmission.
Friday January 9, 2004, I took a day off form work. It took me until 11am to clean out enough of the garage to the point I could get under my truck. JWWG "The Boys" stuff. I still have a pile in the family room. Basically, they are good kids they just need to keep focused on school. My wife still loves it when the youngest comes over for a visit! "The Boys" are a long story for another time.
I worked on the truck until 8pm that night. I worked straight through except form the occasional #1 and cold drink break. And there was the sitting in the middle of the garage floor, looking under the truck, with glazed eyes a couple of times while I figured out "How does that come off?" I referred to my trusted well used Haynes manual a couple of times. The transmission and transfer case were both off the truck that night by 8pm.
Saturday I went to work at my part time test proctoring job. It was a relief, although I was stiff and sore from using things I don't remember having!
I was back to the transmission. First on the agenda was to find my bench. Now my bench used to sit by the passage door from the garage into the house. Its position made it the "catch all" for everyone including, "The Boys". Needless to say I added to the pile in the family room. I also added a lot more to the trash. I found footballs, broken drum sticks, McDonalds toys, a new in the package set of Barbie Binaculars! Along with old brake shoes and 2 boxes of hardened plaster of paris. I should have started taking pictures before the cleanup as no one will believe me. By 9pm Sunday I had gottten the transfer case and transmission separated. The tranfer case moved under the truck (Safest place in my garage as the area beside my truck is the general entrance, for all that know us, into the house.) The transmission had the torque converter removed and partially drained. And the transmission got drained and moved to the bench. Moving all this heavy stuff was made possible by the 4000lb engine hoist. I got the adapter plate removed and then I got called upstairs to help with "The Boys" mother's resume'. At this point I called it a night.
Monday I went to work at my regular full time job. Once again this was a welcome rest from the muscle strain of moving the transmission the night before. Although it was a typical Monday. A client wanted a statewide training session with 2 days notice. Then later that day cancelled. Another client wanted a "Hollywood production" on a shoestring budget from a 400 seat auditorium on the other end of campus and wanted it for a target audience of schools and colleges the end of the month. I think the guest is going to be Patch Adams. I found the transponder space from our regular contract booking agent in California. I also made a trip to the auditorium with the production coordinator from PBS and our departments director, Garvey. I also learned today of the pending resignation of one of our engineers. Can't say that I blame him with all the "Pending Status Stuff" going on at the college. I was really supposed to be working on payables today since my log is due at the VP's office Wednesday. I left work today not knowing the status of funding for the Patch Adams project. Although the other one of our engineers asked me about the transmission project and suggested the digital pictures.
Monday evening I got home about 5:15. I started on the transmission again. I got the governor removed, the servo cover removed and the pistons removed from the case. I got the pan removed and the filter. I had some problems getting the filter seal out of the case. Here is where I am starting pictures
I also got the oil tube and electrical harness removed. I put some rags on the bench to soak up the transmission fluid still draining from the case due to recently removed parts.
I took the rest of these pictures then quit for the night as I had trash, laundry duty, and quality time with my daughter learning Cascading Style Sheets together for her Blurty journal script on the internet.
Under the '88 S10 Blazer where the transmission used to be:
Transfer Case removed Sunday:
Torque Converter and adapter also removed Sunday:
The engine hoist:
The work area of the garage behind my truck:
How I left the transmission Monday night:
Well tonight I was able to get the valve body off. I took this first picture to document where the switches and brackets were positioned. 
The check balls were where they were supposed to be. I removed the aux valve body and the 1 check ball between it and the plate. Plate ball location 
I was realy surprised that the check balls did not go all over the place. When I took the plate off there were 5 more balls in the transmission casting side. 
The shaft for the manual valve and parking pawl had some burrs that I had to file off to get it out of the case. Tonight went well until "The Boys" came over because the middle child forgot until tonight that he had a required Science Fair project due. I had to find the display cardboard and the letters. He also borrowed a volleyball and soccer ball as he is comparing the bounce of different type balls. The garage door was left open and I quit for the night as I was getting to cold to work any longer. Staci had an emergency with her PC, she thought it wouldn't turn off.
I was able to get the pump, band and front gear assembly out tonight. The input sun gear and input planet was next.
But, I could not get the input ring gear out. Both the haynes and the ATSG manuals indicated that it should just pull out after removing the spring clip.
I gave up for tonight! This is what the workshop looked like when I quit on January 15, 2004. 
I was going to take some pictures but my daughter Staci had repossessed the camera and wait....
No, that's the dog. 
No, that's Ryan with the dog 
The Cat!!! 
No pictures today as I didn't have time to hunt the camera down. I did manage to call a friend who works on transmissions. He told me that the clip comes out after you get the bearing holder out. He indicated using wood on the floor and dropping the case to make it fall out.
The kids still had the camera...
Here is a picture including the reaction sun gear. The teeth in the middle are flattened but are supposed to be. The bushings inside the sun gear were destoyed. It looked like it had moved too far into the reaction carrier and blocked the oil passge from the input ring gear shaft. 
I had removed the low/reverse piston and cleaned it also. 
I also removed the manual shaft seal and the bushing in the case output end. At the end of the day the shop looked like this.
Today I didn't get a lot done. but I did get the Low Reverse Piston put back into the case an air checked.
The first time I checked it it flew out of the case. I guess I didn't get the snap ring in all the way.
This time when I checked it it moved in and returned under spring pressure multiple times. I tried it all the way to 40psi just to be sure.
Next I cleaned the reaction ring gear. It had alot of fine metal in it from where the reaction sun chewed up the reaction carrier.
I also cleaned the low reverse clutch support, bearings etc.
I then reassembled it
I also cleaned the thrust bearings that go on either side of the reaction ring gear. I rinsed them in solvent and blew them out with compressed air 3 times just to make sure that any metal parts from the ring gear were out.
Well, I finally got back to the transmission. After working Friday night and Saturday I did not feel like doing anything on Sunday. This evening I finished cleaning the input clutch housing.
I had previously removed all the pistons and clutchpacks and have them sitting in order before they get cleaned and matched up to new ones.
I also cleaned the input sun, ring and planet gears.
In case you're wondering, yes there are some special tools that are specific to this transmission. Here are a couple of clutch spring compressors that I made specifically for this job.
I will have to go to the hardware store tomorrow to look for the right diameter pipe to make some seal installers. This is how my bench looked this evening.
The gears came and I dry fit all the gears together. Everything fits fine and now it makes sense that the reaction carrier does have a thrust bearing built into it. Everything in the rear half of the transmission moves like it is supposed to and has been cleaned the first time. I need to check bushings on all the gears to make sure they are all OK.
The old reverse piston and clutches with just the retaining ring taken out. And the old clutches and support rings have been taken out.
I was able to get all the input pistons cleaned and new seals installed. I also got the pistons reinstalled into the input carrier.
I air checked all the pistons and the overrun and the forward pistons worked just fine. When I airchecked the 3-4 piston it came out but wouldn't return. Of course it is the one on the bottom so I had to take the whole assembly apart. I put it back together again and air checked it again. Same thing!. I think that the only thing that keeps the 3-4 piston from traveling too far are the clutch plates. So I am going to wait until the clutches are installed before I air check the 3-4 piston again.
I cleaned all the parts in the parts washer.
I got the clutches installed. I soaked the friction plates in transmission fluid for about 1 1/2 hours before assembly.
I worked today so this is what the workshop looked like when I had to leae to get cleaned up and go to work.
I usually try to clean up the bench and put the tools away every night but I was running late.
Well I was able to get the low reverse clutch assembly put back together today. I had some problems getting the oiston back in. The seals did not want to cooperate. I ended up using some mylar from a motherboard antistatic bag to line the space while pushing the piston in and then pulling the mylar out while holding the piston.
I then used one of the spring compression tools I made to put the return spring and clip back in.
I was able to get the clutch asembly into the transmission and indexed into the reaction assembly. The 3-4clutches were another story. I had assembled them using the input ring assembly so the friction plates wer all lined up when I started, but they only wanted to drop on one at a time. the sixth one gave me fits. It is hard to hold and turn the input clutch assembly as it is heavy!
I started working on the pump. I got it all torn down and got the pump back together. I modified the front bearing acording to the shift kit and drilled out the front sean drain back hole to 5/16 per the shift kit directions. I started on the pump cover but my clip ring pliers have broken. I don't think I can repair them so I will just get another set and wait until then for the pump cover valves and mods.
Anyway the camera got confiscated for a picture of Josh with the dog.
Well here is what the bench looked like after I cleaned up for the night.
I also was able to get the pump reinstalled in the transmission case and checked the end paly clearance which ended up .024. The book called for .015-.036 and you have to change a thrust washer in the clutch assemblies to make it come in range. I used the one that the transmission came with from the factory. The end play was very loose when I started. Probably due to the missing thrust bearing in the reaction carrier and the damage to the carrier itself. No pictures tonight. I am just going to bed.
The pump got put back in the transmission last night
I started on the valve body tonight after doing my sister inlaw's income taxes. It took me awile to get the remnants of the gasket off. I soaked the whole vale body in the parts washer for about an hour, then rinsed it off and dried it off with the air hose.
I started going through the valves one by one. I found a couple with a little dirt and slightly sticky. I cleaned each valve and did the shift kit mods. I got the valves on one end of the body done tonight. I will work on the other side tomorrow.
I worked the part time job this weekend so I havn't had any time to work on the transmission. I worked on cleaning parts andreading the book mostly today.
Tonight I was able to get the valvebody completely back on,
the converter clutch solenoid reinstalled with the wiring harness,
the selector assembly,
and the filter all put together.
Here is what it ended up looking like this evening.
Tonight I was able to assemble the sband servo and install the pan. I ended up with an aluminum pan with a drain plug.
I installed the output adapter also. The seal from the kit for the tailpeice fit just fine.
The torque converter went on just fine. I could "feel" the stator, turbine and the pump line up as I turned the converter and it slid into place.
The torque converter is a heavy duty normal lock up converter with a lock up clutch from Oregon Performance Transmission.
Now the transmission is ready to go!
I rolled the transmission under the truck. I got under and decided that I was going to need help to get the transmission onto the jack and get it into place.
I took the day off work and made good progress today. I did not stop to take any pictures.
After much frustration I was able to get the dipstick tube back between the firewall and the engine and into the proper hole on the transmission. It took some engine juggling as I had to have the transmission and engine pushed all the way against the bottom of the vehicle to get the tube between the firewall and the engine. Then I had to lower the engine and transmission to get enough clearance to get the tube turned so the the mounting tab half way aligned with the engine bolt. Then I was able to get the tube into the transmission but had to raise the transmission and engine to it normal installed height to get it all the way in and get the bolt started into the engine. I tightened the bolt as much as I could and then lowered the transmission and engine again to get the socket, a bunch of extensions and a universal on the bolt with the impact wrench and tighten it.
I was also able to get the throttle cable reinstalled. Threading the hole on the end of the cable where you can't see it above the edge of the transmission is a bit of a trick. It went together fine. I also reconnected the throttle body end after pushing the cable adjustment all the way forward.
The electrical connecter and the shift linkage went on OK. I also reinstalled the shift linkage for the transfer case onto the transmission adapter. I used RTV sealant on the bolt threads because the bolts go all the way through into the fluid filled adapter.
I ran the thermocouple for the temperature guage. I also installed the coolant lines and the 1/2" tee I am using as a temperature well for the sensor. I still need to install the cooler coil in front of the A/C coil.
I cleaned up the transfer case and installed a new rear seal. I used the seal from the kit that is for the tailpiece to the transmission. It fit just fine. I think that the tail peice just got moved from the tranmission to the transfer case for this S10 Blazer model.
I am getting ready to go to the garage and start on making a gasket for the front of the transfer case. I will take the camera down and add some pictures for the stuff from yesterday.
Here is the cleaned up transfer case and the gasket I had to make to go between the transmission adapter and the transfer case.
Some people get really bent out of shape over not being able to get a commercial gasket for something. I made this gasket using a pair of sissors, razor blade and a marker. You can still see part of the blue marker on the gasket material.
I put the transfer case on the jack and rolled it under the truck.
Unfortunately I found that the tailpiece had to go on top of a cross member before it could bolt up to the transmission. I had to do a little bench pressing with the tranfer case to get the shaft to slide onto the output shaft of the transmission. Then I used RTV on both sides of the gasket and slid the transfer case and transmission together and installed the 5 bolts.
HOWEVER, I found that there is a GM engineer whom if I ever find out who it is is going to get a piece of my mind! 2 of the bolts that hold the transmission to the transfer case are blocked by the shift braket that bolts to the transmission adapter. I had to take the shift bracket back off through the hole in the floor to get the last 2 bolts in and then reinstall the shift bracket.
The transfer case is now back in the truck. I also got the front drive shaft reinstalled.
I got an early start on the truck today. My wife made the comment yesterday that it would probably be another 2 or 3 weeks. Now I have an incentive!
I reinstalled the engine pipe after replacing 3 exhaust manifold bolts. I had to cut the old ones off the engine pipe.
I reinstalled the transmission cross member and mount.
I drained all the fluid out of the transfer case and refilled it with transmission fliud with 2 caps of the additive from Ferengi Transmission Service. I used a coffee can and an oil transfer pump to refill the transfer case up to the second check plug.
I polished the rear drive shaft where it slides into the transfer case tailpiece seal. I reinstalled the rear drive shaft.
I reinstalled the brackets for the catalytic converter and reinstalled the exhaust system.
I drove the truck to work! Everything worked just great!
I had to mount the transmission cooler on an angle so the it would get air flow across the whole coil and not rub anything.
I have not put the skid plates back on so just looking under the side you can see the transmission pan.
You can also see the cleaned up transfer case.
I noticed that I have a small leak. However, it is hard to tell what it is. After jacking up the truck it looks like I have a small leak around one of the transmission cooler lines where it comes out of the transmission. It also looks like I have an oil leak near the back of the engine.
I had to take the tranmission mount loose and take the engine pipe back out to get to the cooler lines. That just barely gave me enough clearance to get a single line wrench on the fitting. Putting things back together I had to move one of the cooler lines to get it out of the way of the engine exhaust pipe. I spent all day on the truck again.
I still have a leak but have decide to try to get the oil leak fixed first. I removed the drivers side valve cover. To get to it I had to remove a couple vacume lines and the fuel lines. The valves have a lot of crud on them. I wiped out as much as I could and checked the clearances on the rocker arms. I set them for .020 cold which is a little tight for the specs but I have never burned a valve seat. It looked like I had a small leak where crud had built up and wasn't draining back down into the engine. It was staying trapped by the valve cover. I cleared the drain holes and installed a new valve cover gasket. I have been using a quart of oil a week. I noticed that the PCV valve was plugged up so I replaced it. It still did not seem to be working right. I checked and there was not any vacume. The throttle body is blocked up. I tried to unplug the throttle body with a peice of copper wire. It did not do any good.
I checked the transmission fluid and it was down a pint.
Coming home the truck engine died while driving down a state route. The "check engine" light came on but went back off. It kept running but acted wierd. About a mile down the road it started acting right again. When I got home I plugged the code scanner in. All that read out was code 12. I tried to start the truck again but nothing. No solenoid click, no starter drag, nothing. I checked the fuses. All were OK. I jacked up the truck and went under. I shorted the solenoid connection and the battery connection. Nothing!
Before I went to get the starter I took the throttle body off. I had ordered the throttle body rebuld kit about a week and a half earlier. I took the throttle body apart and stuck it in the parts cleaner while I put the starter back on.
I did test the new starter before bolting it back on. I guess I do this ever since a friend of mine had a Mustang II with a BOSS V8 engine. We went through 3 starters one time. It was sort of a pain since you had to take engine mounts loose and completely remove one and jack the engine 2 inches up to get the starter out.
I took the passenger side valve cover off and cleaned the oil return passages on this side. I also checked the valve adjustment. I had some oil leaking on to the intake manifold on this side. I replaced the valve cover and gasket.
I rebuilt the throttle body and cleaned and tested the injectors. I was up until 11pm getting it all back together.
The rebuilt throttle body looks pretty good now and the MAP sensor and PCV valve both get vacume!
With the throttle body reinstalled the oil does not leak from the passenger side valve cover any more.
The top of the engine does not look too bad now.
I took the truck on the interstate today. The transmission worked just great. It is hard to feel the torque converter clutch engage. All the shifts are great. Downshifts and overruns coming down a steep hill all work fine.
I think I am going to have to rebuild the engine this summer. I need to wait until I get the white Grand Am back and on the road so that I only have one vehicle down at a time.
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