CrAzYeLiTe22
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- Sep 19, 2014
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Id first like to say i started this repaire thinking it was the igntion lock cylinder. took everything off, pulled lock cylinder out, works fine.. took column apart more and found a wire like spring and plastic piece that were just laying in there... When i turn the lock cylinder, seems like something is binding in the collumn.. but i cannot get to it. if i jimmy it enough i can get it to start, this was not the case with the collumn before i took it all apart. In your opinion what could this be?
on a side note, my linkage is kinda messed up. whatever gear im in the little needle on the gear display is a little bit off. So when im in D, it appears to be halfway to nuetral. and so on... also with hard acceleration i can get it to shift into nuetral. Could this be my issue? how do i adjust it??? does not seem to be any point in the linkage where it could be adjusted.
trans has 10000 miles, aftermarket cooler, temp guage and fluid is good (amsoil)
-----------------------------------trans details------------------------
Heavy Duty 700R4: Starting at the "Front Pump", new seal, teflon bushing, 10-vane rotor/slide assembly, Trans-Go steel rings & priming spring, heavy duty pressure (not oem) regulator valve, Trans-Go HD pressure regulator spring, .296 intermediate/reverse boost valve, .471" or .500" main boost valve, both halves of pump remachined flat with rotor to pump clearence set at .002"-.003".
Reverse Input Drum: A reworked or new reverse/input drum, along with the Turbulator low-drag steels, and Borg Warner clutches. The Belville spring is replaced with a waved spring, this eliminates the Belville spring from eating the reverse/input drum and adding metal to the transmission oil, and possible delay in reverse.
"Input Drum" New latest design Borg Warner input sprag, Borg Warner (oem) clutches for the overrun and forward clutch assemblys, 8 Borg Warner Hi-Energy clutches used in the 3-4 clutch pack, Trans-Go (Hi-Rev) heavy duty springs replace the oem 3-4 and forward springs and 3-4 helper springs (the Trans-Go springs prevent the 3-4 clutches from getting into trouble, due to centrifugal clutch apply. A cleaner & quicker 3-2 downshift is also attained. Clearence for the 3-4 clutch pack .045"-.055". A Viton input to output shaft seal is used in place of the hard plastic seal, the Viton is soft (will withstand 650 degrees Farenheit) and will comform to the output shaft thereby guaranteeing oil to the rear planet.
"Rear Drive Section" Hand picked input sun gear, forward planet with batwing thrust washers, input internal gear, reaction carrier shaft, a new GM latest design heat treated sun shell, low/reverse support, the latest design Borg Warner low/reverse roller assembly, Turbulator low-drag steels, Borg Warner (oem) clutches, hand picked or new rear planet, hand picked reaction sun gear, internal reaction gear, internal reaction gear support, bronze rear case bushing, new governor gear, Teflon extension housing bushing, and a Vamac (prelubed) rear seal on 2WD units.
"2-4 Band & 2-4 Servo" Borg Warner Hi-Energy 2-4 band, new Corvette 2nd gear apply servo used in conjuntion with the latest design Viton seals instead of the oem teflon sealing rings. This improves the 1-2 & 2-3 shift.
"Valve Body" I use the Trans-Go Shift kit modified to our heavy duty specifications to give more holding capacity when used in conjunction with the large boost valves, Corvette servo, and the 8 clutch 3-4 pack. We work with the accumulators to give the best possible part throttle shifts, and progressively firmer shifts with more throttle opening. A Sealed Power (filtran zero-leak) filter is used in this transmission.
on a side note, my linkage is kinda messed up. whatever gear im in the little needle on the gear display is a little bit off. So when im in D, it appears to be halfway to nuetral. and so on... also with hard acceleration i can get it to shift into nuetral. Could this be my issue? how do i adjust it??? does not seem to be any point in the linkage where it could be adjusted.
trans has 10000 miles, aftermarket cooler, temp guage and fluid is good (amsoil)
-----------------------------------trans details------------------------
Heavy Duty 700R4: Starting at the "Front Pump", new seal, teflon bushing, 10-vane rotor/slide assembly, Trans-Go steel rings & priming spring, heavy duty pressure (not oem) regulator valve, Trans-Go HD pressure regulator spring, .296 intermediate/reverse boost valve, .471" or .500" main boost valve, both halves of pump remachined flat with rotor to pump clearence set at .002"-.003".
Reverse Input Drum: A reworked or new reverse/input drum, along with the Turbulator low-drag steels, and Borg Warner clutches. The Belville spring is replaced with a waved spring, this eliminates the Belville spring from eating the reverse/input drum and adding metal to the transmission oil, and possible delay in reverse.
"Input Drum" New latest design Borg Warner input sprag, Borg Warner (oem) clutches for the overrun and forward clutch assemblys, 8 Borg Warner Hi-Energy clutches used in the 3-4 clutch pack, Trans-Go (Hi-Rev) heavy duty springs replace the oem 3-4 and forward springs and 3-4 helper springs (the Trans-Go springs prevent the 3-4 clutches from getting into trouble, due to centrifugal clutch apply. A cleaner & quicker 3-2 downshift is also attained. Clearence for the 3-4 clutch pack .045"-.055". A Viton input to output shaft seal is used in place of the hard plastic seal, the Viton is soft (will withstand 650 degrees Farenheit) and will comform to the output shaft thereby guaranteeing oil to the rear planet.
"Rear Drive Section" Hand picked input sun gear, forward planet with batwing thrust washers, input internal gear, reaction carrier shaft, a new GM latest design heat treated sun shell, low/reverse support, the latest design Borg Warner low/reverse roller assembly, Turbulator low-drag steels, Borg Warner (oem) clutches, hand picked or new rear planet, hand picked reaction sun gear, internal reaction gear, internal reaction gear support, bronze rear case bushing, new governor gear, Teflon extension housing bushing, and a Vamac (prelubed) rear seal on 2WD units.
"2-4 Band & 2-4 Servo" Borg Warner Hi-Energy 2-4 band, new Corvette 2nd gear apply servo used in conjuntion with the latest design Viton seals instead of the oem teflon sealing rings. This improves the 1-2 & 2-3 shift.
"Valve Body" I use the Trans-Go Shift kit modified to our heavy duty specifications to give more holding capacity when used in conjunction with the large boost valves, Corvette servo, and the 8 clutch 3-4 pack. We work with the accumulators to give the best possible part throttle shifts, and progressively firmer shifts with more throttle opening. A Sealed Power (filtran zero-leak) filter is used in this transmission.