Your series of videos on this transmission are the best on CZcams that you can find. You do a great job. I will be recommending these videos to anyone that does not know their way around this transmission yet. A few notes I would like to add. Just details. The bolts for the front case cover are actually supposed to be replaced. The sealer on those bolts not only prevent fluid leaks but also prevent the bolts from loosening up. The other note is when doing clutch clearance checks, each clutch has a different pressure that it is supposed to be applied to them when compressing them. On the 1,2,3,4,5,R clutch the applied pressure is 80 psi, on the 1,3,5,6,7 clutch it is 30 psi, on the 2,3,4,6,8 clutch it is 60 psi and on the 4,5,6,7,8,R clutch it is 75 psi. I think this to address the differences in the clutch stacks and waved plate differences as well. Not sure if I am right on that but, I have never been able to get an answer from the engineers on that. Thank you for addressing the importance of checking the clutch pack clearances. This is often an ignored area during repair that really is critical to shift quality on this transmission. Early on with this transmission that was one of the things that was causing some of the shift quality issues on these. To answer your question on the seal swelling on the 1,2,3,4,5,R clutch piston, for some reason they do that. After they have been in the transmission and you take the piston off the housing that is what they do. It's not your solvent in the solvent tank. I have had a number of these apart and they all do the same thing. What is strange is none of the piston seals do that. I wish I could do the valve body work that you show in this series but, I work in a dealer and they simply do not allow for valve body repair. As a note I have installed a fair number of valve bodies to address different issues. Especially on the early ones they had some pretty serious issues with cross leaks which caused some horrible shift quality issues. I will say by about 2018 this transmission was vastly improved but even with the improvements there is still some characteristic shift belly aches that are still displeasing to customers. Again, in my opinion you have the best of the best on this transmission. I commend you on your hard work.
Thanks for your response! It sounds like you have a ton of experience with this transmission. On the mechanical theory video I talk and show all the clutch measurements like you mention, then I compare it to the traditional method of checking clutch clearance. It seems GM made some updates to a couple pistons, return springs, and a shift pressure reg valve. Maybe those actually helped this trans, since they did those in 2018 and 2019. I appreciate your kind words and valuable input!
Thank you for taking the time to do the videos too! They are VERY helpful for people like me, basically self training. I buy the ASTG manuals for most every unit I work on but actually seeing some of the work being done does help a lot!
Hey thanks for the videos…..great info i have a ct6 3.0tt with the 8l90. Im a former siuc student as well. My car has been stuck in the garage for months….i could shift thru all gears but the transmission wouldn’t engage. I watched your videos and grew enough balls to take things apart and what do you know my pump chain came off 😮top and bottom. Used a wire hanger to get it back on. Still some slack though is there a tensioner or do i have to take a link 🔗 out or something 🤔
if GM has selective snap rings like mercedes 6 and 9 transmission , the TCM adjust the filltime for each clutch by the readopting process?? my experience is setting clutch play to an absolute minimum and under shortens the fulltime and the tcm adjusts to it!! but extended the livetime of transmission!!
I’m a GM technician by trade but transmission rebuilds are not my usual business. Customer of ours just had a GM reman’d unit fail with less than 800 miles on it. Upon tear down I found the 12345-reverse clutch assembly completely fried. TAC advised me to rebuild the 1-R clutch assembly as well as the piston and extension housing. What are your thoughts on the retaining ring measurement on these?
So I wanted to ask your opinion! I mean since you’re an instructor and all. I have been a professional mechanic for a little over 30 years but just recently (within the last 2 years) I started exploring automatic transmissions and decided to get as good at it as I could. So far I have built somewhere between 50 and 75 units of different makes and models. I have been reusing the bonded separator plates. I clean them and if I don’t see any damage to the gasket or check ball holes I just put them back into service. So far I haven’t had a single problem. What is your opinion on that subject?
At 52:38, you show the plastic thrust washer with the internal teeth. I am curious as to your method of assembly of this washer. There are several other videos of the assembly of this trans and every one discusses the difficulty and different methods employed to line up and install this plastic washer. You did not indicate any difficulty. Please elaborate.
@@skutahuniai4830 all you’re doing is splining those little teeth to the input sun gear. There are sections of teeth on the washer and they have 3 on the inside of it
@@esoterictransmissions Well aware of it's design. I have had one apart. My point WAS - EVERY other builder on CZcams points out the difficulty of this procedure. Every one. I was asking your method specifically because the other builders all have their own. method. "Wiggle it around" doesn't qualify as a method. Make a video SHOWING your method.
Your series of videos on this transmission are the best on CZcams that you can find. You do a great job. I will be recommending these videos to anyone that does not know their way around this transmission yet. A few notes I would like to add. Just details. The bolts for the front case cover are actually supposed to be replaced. The sealer on those bolts not only prevent fluid leaks but also prevent the bolts from loosening up. The other note is when doing clutch clearance checks, each clutch has a different pressure that it is supposed to be applied to them when compressing them. On the 1,2,3,4,5,R clutch the applied pressure is 80 psi, on the 1,3,5,6,7 clutch it is 30 psi, on the 2,3,4,6,8 clutch it is 60 psi and on the 4,5,6,7,8,R clutch it is 75 psi. I think this to address the differences in the clutch stacks and waved plate differences as well. Not sure if I am right on that but, I have never been able to get an answer from the engineers on that. Thank you for addressing the importance of checking the clutch pack clearances. This is often an ignored area during repair that really is critical to shift quality on this transmission. Early on with this transmission that was one of the things that was causing some of the shift quality issues on these. To answer your question on the seal swelling on the 1,2,3,4,5,R clutch piston, for some reason they do that. After they have been in the transmission and you take the piston off the housing that is what they do. It's not your solvent in the solvent tank. I have had a number of these apart and they all do the same thing. What is strange is none of the piston seals do that. I wish I could do the valve body work that you show in this series but, I work in a dealer and they simply do not allow for valve body repair. As a note I have installed a fair number of valve bodies to address different issues. Especially on the early ones they had some pretty serious issues with cross leaks which caused some horrible shift quality issues. I will say by about 2018 this transmission was vastly improved but even with the improvements there is still some characteristic shift belly aches that are still displeasing to customers. Again, in my opinion you have the best of the best on this transmission. I commend you on your hard work.
Thanks for your response! It sounds like you have a ton of experience with this transmission. On the mechanical theory video I talk and show all the clutch measurements like you mention, then I compare it to the traditional method of checking clutch clearance. It seems GM made some updates to a couple pistons, return springs, and a shift pressure reg valve. Maybe those actually helped this trans, since they did those in 2018 and 2019. I appreciate your kind words and valuable input!
Thank you for taking the time to do the videos too! They are VERY helpful for people like me, basically self training. I buy the ASTG manuals for most every unit I work on but actually seeing some of the work being done does help a lot!
Great video.Thank you.
Hey thanks for the videos…..great info i have a ct6 3.0tt with the 8l90. Im a former siuc student as well. My car has been stuck in the garage for months….i could shift thru all gears but the transmission wouldn’t engage. I watched your videos and grew enough balls to take things apart and what do you know my pump chain came off 😮top and bottom. Used a wire hanger to get it back on. Still some slack though is there a tensioner or do i have to take a link 🔗 out or something 🤔
if GM has selective snap rings like mercedes 6 and 9 transmission , the TCM adjust the filltime for each clutch by the readopting process??
my experience is setting clutch play to an absolute minimum and under shortens the fulltime and the tcm adjusts to it!! but extended the livetime of transmission!!
I’m a GM technician by trade but transmission rebuilds are not my usual business. Customer of ours just had a GM reman’d unit fail with less than 800 miles on it. Upon tear down I found the 12345-reverse clutch assembly completely fried. TAC advised me to rebuild the 1-R clutch assembly as well as the piston and extension housing. What are your thoughts on the retaining ring measurement on these?
Why no 1-2-7-8-R clearance??? Non of the manuals I use, show it.
So I wanted to ask your opinion! I mean since you’re an instructor and all. I have been a professional mechanic for a little over 30 years but just recently (within the last 2 years) I started exploring automatic transmissions and decided to get as good at it as I could. So far I have built somewhere between 50 and 75 units of different makes and models. I have been reusing the bonded separator plates. I clean them and if I don’t see any damage to the gasket or check ball holes I just put them back into service. So far I haven’t had a single problem. What is your opinion on that subject?
What holding fixture do you have this unit in? I thought the J8763-B would not fit the service bosses on the 8L90
At 52:38, you show the plastic thrust washer with the internal teeth. I am curious as to your method of assembly of this washer. There are several other videos of the assembly of this trans and every one discusses the difficulty and different methods employed to line up and install this plastic washer. You did not indicate any difficulty. Please elaborate.
It’s not fun to spline but it goes on relatively easily
@@esoterictransmissions Then as I previously asked, elaborate on your method as most other people do not find that it "goes on relatively easy".
@@skutahuniai4830 all you’re doing is splining those little teeth to the input sun gear. There are sections of teeth on the washer and they have 3 on the inside of it
@@skutahuniai4830 just playwith it and wiggle it side to side gently and it will drop in and spline
@@esoterictransmissions Well aware of it's design. I have had one apart. My point WAS - EVERY other builder on CZcams points out the difficulty of this procedure. Every one. I was asking your method specifically because the other builders all have their own. method. "Wiggle it around" doesn't qualify as a method. Make a video SHOWING your method.
I would like to have your contact to speak with you about some information s
put subtitles in portuguese