Note well where the parts go. This allows the snap ring to be installed. I posted the 65E teardown pics from an informational perspective rather than a firm statement of which way I will go. In addition, I quickly realized that parts for the 440T4 were fading away while the 4T65E offered a world of replacement parts and improvement options. Slide off the chain and sprockets as an assembly.
So the snap ring has to come off, and the sprocket slide off leaving the shaft in the unit. Use the U shaped piece to compress the spring, exposing the snap ring groove. This adapter is critical as it sets the clearance in the 4th clutch pack. Any of the cars from 1985 to 1992 that used the 440T4 gearbox can be selected from the search finder on this page. If the shaft is forced out of the transmission, it will shear this o-ring. .
The pressure control solenoid operating strategies were changed as well. Remove: 4 bolts at the left rear corner of the subframe 3 bolts at the right front corner of the subframe 2 bolts each mount on the subframe One body mount bolt left front corner. There is some debate as to the preference of the single chain design in the 440 vs the dual chain in the 65E. So far I don't think I've read that you have plans to do that. This means there is an o-ring trapped in between the torque converter and the transmission housing.
Should the manufacturer determine that the transmission requires replacement, you must return the alleged defect before you can receive the replacement. Even if our pricing scheme is affordable, repairing a car can be a costly process. A wealth of information about the 4T65-E, aftermarket transmission parts, and a performance rebuilding service can be found at: www. My first inclination was to have the 440T4 professionally redone. Not that this meant that the tranny was in imminent danger of failure but with the ongoing disintegration of the input clutch frictions, it was only a matter of time. Do not mess with them unless they are damaged. The hybrid incorporates a good 90+% of the 65E's improvements.
It was known as the 440-T4. This usage will void any warranty. Be sure to ask your customer if anyone has worked on the transmission before they delivered it to you. I would really like to know how his transmission project worked out. Your Transmission Shop of Choice Advanced Auto Transmission has been in the auto repair industry for more than 40 years.
Here is the 4th clutch. Aside from being experts in the field, they are courteous and more than willing to help. This is where the lube oil pipe goes. Now install the plastic thrust washer on the support, and install the 2nd clutch over the sealrings. This is very tricky to remove with the trans in car, and there is a high chance of losing it in the transmission.
It is the C-clip which holds the left-side output shaft into the transmission final drive. On the 440T4 the bearing is in the case itself and the rotor has no other support. This presented me with a fork in the road. Notice the hole in the aluminum housing? There was some super minor, and very typical scorch marks on most of the steels but all the fractions and seals are being replaced regardless. The chain was in good shape but it is the non hardened version this chain had single blue link: hardened has 2 blue links so again, hardened will be going in on the rebuild Here is a shot of one of the big difference in the 440T4 and the 65E. Here is the final drive sun gear shaft.
You roll it around the housing as you push the piston in. It is not nearly as heavy as you might think. I fully expect the clips to break off as I removed them due to the age and heat, but not a single one broke Here is the backside of the charge pump. The hybrid incorporates a good 90+% of the 65E's improvements. In the end, with resolutions to all the technical issues identified, I finally put a pencil to the cost and it just did not make a lot of sense. The transmission is probably a total loss.