GEARSTAR PERFORMANCE

The oil crisis of 1973 was a jarring reality for many American motorists as fuel became more expensive than it used to be. The only way out of this quandary was to use automobiles that consume less fuel without compromising power.

By the time another oil crisis came on the scene within that decade, i.e., 1979, many motorists were ready. This is where the Ford AOD transmission came into the picture.

A Brief History of The AOD Transmission

Ford introduced the automatic overdrive (AOD) in 1980, and it was the first domestic AOD transmission. Chrysler and General Motors soon followed suit. General Motors developed the 200 into a 200-4R with overdrive while Chrysler added more overdrive units to the existing 3-speed automatics: the 904 and 727. General Motors derived the all-new 700-R4 purpose-built AOD from the 200-4R.

The AOD may seem intimidating when placed with older FMX 3-speed, C4, and C6 automatics. The only difference is the direct overdrive lockup – to do away with wasteful slippage – and add-on hydro-mechanicals. The automatic overdrive came in a fresh-cast aluminum case with an overdrive unit as well as a trustworthy planetary gearset.

Ford’s all-new automatic overdrive is in full-size Mercurys, Fords, and Lincolns as a fresh design. However, it notably incorporated the existing tried-and-tested Ravigneaux geartrain components, conveniently borrowed from the BorgWarner FMX parts bin, i.e., the older and time-proven FX, MX, and FMX transmission family. The AOD is constructed mainly for small engine blocks.

The automatic overdrive is highly dependable, thanks majorly to the use of numerous time-proven components. It took several years before Ford could dial in the automatic overdrive as a pretty solid performer. But this only occurred with the assistance of off-road and aftermarket racers.

The Challenges with the Ford AOD Transmission

The Ford automatic overdrive was said to have durability issues, especially within the clunky overdrive unit known for its constant failure. The transmission’s third gear lacks clutches and additional steel, while its input shaft snaps easily when subjected to too much power.

The shift pattern is also a pain in the neck as it takes a bit to get used to if you want to shift to second gear. Moreover, if you shift into overdrive at full throttle, it wastes the clutch pack completely. 

Even the stock cooler leaves a lot to be desired by racing enthusiasts who would love to wring lots of power out of their automobile.

However, the arrival of the 1993 Lincoln Mark VIII AODE (AOD Electronic) Control/4R70W’s wider band and overdrive drum solved this problematic issue.

The 3 Types of Ford AOD Transmissions Identification

The following are the 3 types of upgraded, finely tuned Ford automatic overdrive transmissions and their different price points:

• Ford AOD Performance Transmission (Level 2): $3,995.00
• Ford AOD Performance Transmission (Level 3): $4,995.00
• Ford AOD Performance Transmission (Level 4): $5,495.00

Each of these automatic overdrive transmissions is custom built from start to finish with the primary goal of making the Ford AOD transmission much better than it was. 

For instance, the Ford AOD transmission (Level 4) is an extensive block-compatible gear system that is available along with a master overhaul kit. It also has the following features:

• A brand-new reverse band
• A high-capacity 3-plate intermediate clutch
• A 30,000 GVW cooler
• A carbon fiber overdrive band
• An updated overdrive servo pins and piston, etc.

This includes a much-wider reverse drum complete with a mechanical diode. On the whole, that is up to 700 horsepower with approximately 600 ft./lbs. torque. If there is room for additional modifications, you can talk to a professional or an experienced/certified technician or mechanic.

They are retrofit transmissions carefully and expertly remade with aftermarket parts to fit any performance enthusiast’s needs.

These Ford AOD transmissions come fully equipped with up to 20,000 GVW coolers, as well as several customizations geared towards high-performance driving.

Each Ford AOD transmission undergoes rigorous testing and is tested with a converter for the equivalent of up to 100 miles, just to ensure ideal operating conditions.

Fuel efficiency and performance make these Ford AOD transmissions sought-after as they are essentially horsepower transferring systems. 

All Ford AOD transmission identification share similar gear ratios:

• First gear: 2.40:1
• Second gear: 1.47:1
• Third gear: 1:1
• Fourth gear: 0.67:1

Successors of the Ford AOD Transmission

The successors to the Ford automatic transmission are the electronically-controlled AODE and 4R7XX transmissions. Circuitry and computer parts play significant roles in the overall functions of these exceptional transmissions. This makes them markedly different from the mechanically-regulated automatic overdrive and old-school technology.

The manual shift mechanism of the AODE/4R70W transmissions is basically the same as the Ford AOD, except that it has no neutral safety/linear backup switch. Instead, this specific function is right outside the case.

This large, heavy electro-magnet component is the pressure control solenoid that pulses in order to control system pressure. If this component malfunctions, you will experience severe transmission damage.

The valve body of the AODE/4R70W is very much different from – and not interchangeable – with the original AOD. It lacks the throttle valve that comes with the AOD. 

The shift-points and system pressure programming are not mechanically modulated but computer-controlled. The manual shifter valve comes with a bolt-on detent to lock shift positions.

The AODE initially came with a raw wiring harness that connects the multiplex system plug to the converter lockup solenoid and shift control solenoids. 

The AODE and 4R70W transmissions come with a press-in filter that requires no installation and removal tools. You must take extra care in order to ensure the filter and rubber seal are highly secure before buttoning up. Do not reuse a filter.

You can find Ford casting numbers on all AODE, 4R70W, and even 4R75 castings. These numbers are crucial and play a significant role in revealing the type of transmission you have as well as which parts should be used.

Conclusion

There’s much more to your vehicle than transportation, and that is pushing machinery to its very brink and wringing maximum potential out of a custom-built power generator.

This is why you need nothing else but the custom Ford AOD performance transmissions explicitly tuned to keep you fully satisfied. Each Ford automatic overdrive transmission build is fine-tuned to make the most of the old AOD and bring it into the modern era of remarkable performance.

Do you want to upgrade to a high-performance transmission? Most car owners know that the primary role of a vehicle’s transmission is to apply power from the car engine to its wheels efficiently. As the driver shifts the gear – as the case is for manual transmission – or as the transmission shifts the gear, it powers the vehicle to the speed you want it to reach.

This is where performance transmissions come in. Transmissions are among the most complex vehicle components alongside the computer system. A clean and functional transmission will significantly improve the lifespan of your vehicle.

But high-performance transmissions put an exclusive spin on this conventional concept.

What is a High-Performance Transmission?

A high-performance transmission refers to the type of transmissions used in equipping vehicles built for speed and excellent road performance, i.e., vehicles used for racing on the drag strip or street racing.

However, high-performance transmissions are no longer limited to cars built for speed. Many vehicle owners nowadays outfit their daily drivers with a high-performance transmission. The purpose of this is to make their vehicles versatile enough to fulfill a wide variety of roles.

This often implies restomodding – ‘restoration’ and ‘modification’ – existing muscle vehicles in order to meet both objectives. The hybrid vehicle works as a highly reliable daily driver during the day and tears up the street or track at night or on weekends.

The Benefits of High-Performance Transmissions

• Upgrading your transmission lowers overall costs and entails paying upfront. However, you will make back this money when your vehicle starts operating more smoothly and requires less power to function.
• Upgrading to a high-performance transmission results in an overall increase in car value.
• Enhancing your transmission boosts reliability since its components – which are crucial for optimal health and performance – control so much. This means there is almost a zero chance of breaking down suddenly on the road, negatively impacting the vehicle’s functioning.
• Investing in your vehicle’s transmission is equal to investing in your safety. If you like traveling long distances/trips or using the highway a lot, upgrading to a high-performance transmission minimizes the chance of breaking down right in the middle of nowhere. It guarantees optimal performance at all times.
• A high-performance transmission shaves several seconds of your time while bringing your vehicle to another level.

High-performance transmissions and clutches allow axles to spin faster. They provide precision control and performance precisely when you need it most. Your vehicle would redline and die without a sound transmission.

Smooth gear transitions enable you to accelerate faster. This is why high-performance transmissions must be machined with the highest quality parts or components. They must also be carefully inspected before leaving the workshop or factory to take on severe challenges.

Every part of a high-performance transmission must be high capacity, flexible, and heavy-duty. This is why it provides smooth and consistent power on and off the track.

What Should You Look for When Purchasing a High-Performance Transmission?

You need to consider precisely what you want before you start thinking of getting a high-performance transmission for your vehicle. Putting as much money as you desire into your car is excellent. But everything goes down the drain if your transmission fails unexpectedly.

Mainstream transmissions are so standard that nearly all garages in your locality will have them in stock. The alternative solution is to invest in a custom high-performance transmission.

You can purchase a high-performance transmission that will be designed, developed, and built to meet the precise specifications of your own vehicle. This ensures everything fits together and works seamlessly in perfect harmony.

Upgrading to a high-performance transmission is more cost-effective than replacing an entire transmission. As you already know, it would be practically impossible for your car engine to generate the power required to move your vehicle. 

This is why transmissions are really important and must be maintained regularly for optimal performance.

Matching Your Vehicle’s Transmission to the Engine

If your objective is to match your vehicle’s transmission to its engine, then be careful about spending your mod budget when beefing up the engine. This is why you need a high-performance transmission.

Getting the most out of your vehicle’s engine requires a transmission and converter to back it up. A high-performance transmission can provide that extra power – and speed – required. This gives you that peak performance you expect from that car’s racing engine or any other type of high-performance engine.

Therefore, the best way to go about this is to ensure the transmission builder and the engine builder are on the same page from the beginning to the end of the project.

You also need to be upfront and crystal-clear about what you expect from your vehicle, especially regarding durability, speed, power, etc. What is your primary objective for your vehicle’s performance? Let it be known that this information will help the professional builders work hand-in-hand to meet your demands or expectations.

Is Horsepower Everything?

There’s currently a myth that puts ‘horsepower’ in a position of great esteem. But you should bear in mind that your vehicle’s engine, just like every finely-tuned machine in the world today, does not work in isolation.

You should consider pairing a high-performance transmission with that high horsepower engine for maximum benefits. The former will be capable of handling the latter’s output without any stress.

For several applications, this implies taking high-performance transmissions designed and built to deliver into consideration.

To make this happen or bring your dream to reality, consult with a dependable transmission company with lots of experience, expertise, and drive in the field.

Conclusion

A high-performance transmission is an ideal solution for anyone looking to win. This is why it provides smooth power on and off the track.

Therefore, before installing a high-performance transmission in your muscle car, make sure you consult with a reliable transmission company that has been around for some time and knows its onions. 

The company should also be in tune with the regular improvements in the quality of transmissions these days, thanks to technology. They should have the expertise, experience, and drive to meet your expectations when building and developing your vehicle.

The GM Turbo 350 transmission is a 3-speed, automatic shift transmission and one of the greatest automatic transmissions ever built. It was introduced in the model year – i.e., 1969 – as the successor to the Powerglide automatic transmission from GM.

Buick and Chevy jointly developed the Turbo 350 transmission, otherwise known as Chevrolet-Buick Combined Transmission or the CBC 350. This automatic transmission became popular almost immediately due to its compactness, strength, and versatility. It has a pretty solid balance of size and power and easily fits in smaller automobiles.

The Turbo 350 transmission is one of the strongest – and shortest – automatics installed into a Jeep due to its power. This transmission could be found in almost all rear-wheel-drive cars and trucks produced by GM until the 700R4 debuted in 1982. But it works exceptionally well in vehicles with V6 and V8 small block engines.

The Turbo 350 transmission was heavily produced for about 15 years but was eventually phased out as the 700R4 became the preferred transmission in 1984. In 1980, a lockup torque converter was finally added to the Turbo 350 transmission. But it was pulled 4 years later due to its inconsistent acceleration and downshifting. The production of the venerable Turbo 350 transmission stopped entirely after 1984.

The torque converter that the Turbo 350 transmission has was eventually carried over to the TH400. But in all appearances, it looks like the original 1962 Super Turbine Powerglide manufactured by Chevrolet since they shared several components, which include the torque converter. The only significant difference is that a variable pitch stator is absent from the torque converter.

Defining Characteristics of the GM Turbo 350 Transmission

The determining characteristic of the Turbo 350 transmission is that it has an almost non-existent central support, especially when compared to the 400. This seems like a disadvantage, but it allowed the automatic transmission to be installed in the Corvair model. The 2 ends are practically the same, and this wouldn’t have been so if the Turbo 350 transmission had come with central support.

From 1972, the Turbo 350 transmission received an air baffle and air intakes on the torque converter, which gave room for air cooling. But air intakes are an avenue for debris to get right into the internal workings unless they are adequately cleaned and maintained occasionally. 

The Vega and Nova 6 were the prominent models equipped with air-cooled transmissions for Chevrolet.

Features of the GM Turbo 350 Transmission

The Turbo 350 transmission may vary in-band specs and clutch. Motors and transmissions are often paired together, just as computer processors and motherboards are. The stronger the engine, the stronger the TH350. Light-duty transmission can be upgraded if you get your hands on affordable components.

One particular upgrade is the new shift improver kit. They help minimize wear on the clutch, reduce the buildup of heat, and provide smoother and faster shifts. If the power requirements of your vehicle are high, you can easily refit a much stronger torque converter.

Turbo 350 Transmission Specs/Options

When the Turbo 350 transmission was launched, General Motors wasted no time replacing the much-respected Powerglide 2-speed automatics in the ‘60s. 

Here are the gear ratios the Turbo 350 transmission features:

• First gear: 2.52 to 1
• Second gear: 1.52 to 1
• Third gear: 1.0 to 1, i.e., direct drive
• Reverse: 2.07 to 1

This automatic transmission has no overdrive gear. But it powers the ever-popular classic American muscle, thanks to the following specs:

• Level 2, Level 3, and Level 4 performance
• Ability to control up to 400 lb./ft. of torque
• Capacity to take on up to 700 horsepower

The power of a classic American muscle typically determines how much horsepower will be required. This is because better engines require at least Level 3 transmission

The Turbo 350 transmission options are available at different price points:

• GM Turbo 350 transmission Level 2: $3,495.00
• GM Turbo 350 transmission Level 3: $4,495.00
• GM Turbo 350 transmission Level 4: $5,995.00

The Construction of the Turbo 350 Transmission

The Turbo 350 transmission is a single-piece or complete unit with a bell housing incorporated into its body. The casing of the transmission is manufactured from cast aluminum.

What makes the Turbo 350 transmission distinct is its short length and lightness. It can take up to 4 quarts in a pan but will require some more, based primarily on the torque converter in operation. The Turbo 350 transmission can take 10 quarts if combined with a 9.5-inch torque converter.

Moreover, another great advantage the Turbo 350 transmission had over its predecessor was the additional gear it came with. This was the primary reason General Motors employed this remarkable automatic transmission in nearly every rear-wheel vehicle is manufactured at the time.

The Turbo 350 transmission versatility, compactness, and overall strength have made it possible for several vintage vehicle owners to retain its use, even today. Many of the classic automobiles on the market today have the Turbo 350 transmission installed, though with a few alterations here and there.

Uses of the Turbo 350 Transmission

The Turbo 350 transmission was widely utilized in several vehicles, including GMC trucks, the Caprice, Pontiac Firebirds, Monte Carlo, Chevrolet Camaro, etc. It was so impressive that an offshoot version – i.e., the Buick, Oldsmobile, and Pontiac (BOP) – was manufactured. This version was designed to work seamlessly with the Pontiac V8.

But you can quickly tell the difference between the standard Turbo 350 transmission and its offshoot version by checking out the block flange. The standard TH350 from Chevrolet comes with a peak, while the Buick, Oldsmobile, and Pontiac off-shoot version showcases a valley.

Conclusion

Many modestly-powered vehicles operate smoothly, thanks to the revered Turbo 350 transmission. It was highly versatile during the ’60s because it had zero center support. This particular feature – or lack of it – made it possible for the transmission to be used in many experimental cars.

Although its parent companies no longer produce the Turbo 350 transmission, it is still primarily utilized by several vintage automobiles. The compact and robust transmission comes with an additional gear which gave it a considerable advantage over the preceding transmission.

Knowing what goes into a transmission rebuild is to your advantage, whether a well-trained mechanic is doing it for you or you are handling it on your own. This knowledge is crucial as you will know precisely how much the exercise will cost you as well as the entire mechanism behind it. A vehicle’s transmission is an essential – and major – part of the vehicle’s overall function. This means that it must always be in excellent condition at all times.

However, just like any mechanical device, your transmission may start showing signs of failing, and there may be a need to rebuild the gear mechanism. Rebuilding a transmission is a kind of transmission repair. In most transmission problems, the solution is fairly simple: replace the solenoid pack with a new one or change the transmission fluid. However, not all transmission jobs can be done within minutes. If your vehicle’s transmission has a major problem, it may call for a rebuild. But what exactly goes into a transmission rebuild, you ask? This is what you are about to find out.

Transmission Repairs

A transmission rebuild is only one of several types of fixing a vehicle transmission. This type of transmission repair may not be done often, but whenever it is carried out, it usually takes a lot of time due to the level of involvement it has. Rebuilding a transmission doesn’t necessarily take care of every problem the gear mechanism has. Many issues that ail a vehicle transmission do not require in-depth repairs, as mentioned earlier. A transmission rebuild is only necessary when no expert or professional mechanic can accurately identify the cause of the problem. If the damage is so severe, the only way out is to rebuild the transmission. Telltale signs that you need to overhaul your transmission or rebuild it are as follows:

• Stepping on the accelerator pedal and hearing the unpleasant and loud noise it makes.
• The leaking of the transmission fluid.
• Noticing an odd or burning smell emanating from the vehicle engine while you are in motion.

Without these major reasons, a transmission rebuild is mostly unnecessary or uncalled for. So, what happens if you – or the professional mechanic handling the repairs – cannot readily identify the problem causing your vehicle transmission to fail?

Transmission Rebuilds

The first thing to do is to uninstall the transmission from the body of your vehicle completely. To do this successfully, you have to remove the engine block entirely from your vehicle. This is crucial, especially if you or the mechanic cannot readily assess the area believed to be the cause of the problem. The only way to gain access to such areas is to remove the transmission from the automobile. Then, replace the problematic part and install the transmission in your vehicle. But if the problem persists, the only option is a complete transmission rebuild. You have two options when you have no choice but to rebuild your transmission:

1. Remove the transmission from your vehicle, rebuild it, and put it back in your automobile.
2. Replace your vehicle transmission with another re-manufactured or rebuilt unit. But this option is not often the best as used transmissions’ histories are open to doubt and may end up creating myriads of new issues.

Most new transmissions are aftermarket options – with new parts – and are often rebuilt transmissions billed as new. Transmission rebuild has to do with the complete removal and disassembling of the transmission unit. The mechanic will need to carefully inspect every component or part for damage or signs of wear. Each part devoid of any issues is carefully cleaned using a dedicated cleaning solution or replaced with a newer component if found defective. Clutches, bands, and other parts with friction surfaces may require replacement as well as gaskets and seals.

The torque converter needs to be checked, but in most cases, the transmission is replaced with a re-manufactured one. The mechanic will also need to check several technical service bulletins in order to find out if the auto manufacturer that made your vehicle recommends modifications that can be used in correcting design flaws that were detected after rebuilding the transmission. From time to time, some automobile manufacturers make upgrade kits that anyone can purchase from transmission shops in order to resolve design defects that technicians may come across when fixing a transmission.

Transmission Overhauls

If you have heard of transmission overhauls before now, you probably wonder if there is a difference between a transmission overhaul and a transmission rebuild. The straight and simple answer is that transmission rebuild is transmission overhaul. In other words, the term ‘transmission overhaul’ means the same thing as a transmission rebuild, and can be used interchangeably.

How Long Does a Transmission Rebuild Take?

As mentioned briefly earlier, transmission rebuild is not really a standard service procedure. This implies that it takes much more time than a procedure such as replacing your vehicle tires or changing the engine oil. A transmission rebuild is a complex undertaking that requires a professional’s in-depth technical knowledge and know-how as well as the right tools. The complexity of the problem plaguing your vehicle transmission will determine the duration of a transmission rebuild.

Moreover, it also depends significantly on the mechanic or technician handling the transmission rebuild. If this is the mechanic’s first time handling transmission rebuild, the entire process may take longer than it should. But an experienced mechanic can handle the problem within a few days, i.e., 3-4 days. Once again, it depends on how complicated the issue is. Taking care of your transmission problem as early as possible is crucial. It will save you a lot of your money and minimize the time to rebuild the transmission.

Conclusion

A transmission rebuild is a precise undertaking that can take several days to complete. But the good news is that whatever problem your vehicle transmission is exhibiting, a major overhaul or rebuilding of the gear mechanism will address the issue squarely. Moreover, this process also increases the lifespan of your vehicle transmission. This means that you may have no reason to get a new or refurbished transmission for many years to come.

A dual-clutch transmission (DCT) refers to a particular type of AMT (Automated Manual Transmission), i.e., one that uses 2 clutches to ‘preload’ the next gear before shifting. They are currently gaining a lot of favor since they offer higher performance and much better fuel economy than regular automatics.

In other words, dual-clutch transmissions are automated manual transmissions with 2 sets of gears. Each of these gears is operated by separate clutches.

Dual-clutch transmissions are designed to combine the ease-of-use and smooth transitions that automatic transmissions are loved for with the performance benefits that manual transmissions bring to the table.

Dual-clutch transmissions operate smoothly via several in-built transmission control modules or computers. The computers conveniently do away with the need for you to change gears, making the entire process automated manually. 

One of the clutch discs is for odd-numbered gears, while the other is for even-numbered gears. These gears go in order – like with sequential transmissions – but do not rely on the driver to tell it precisely when to switch gears. The dual-clutch transmissions make the swap automatically.

Most vehicles with a dual-clutch transmission are also equipped with a manual mode. Drivers can use paddle shifters to manually shift gears if they like. This is why dual-clutch transmission is sometimes referred to as a hybrid transmission system, i.e., not fully manual or fully automatic.

The Short History/Evolution of Dual Clutch Transmissions

Most DCT enthusiasts regard Adolphe Kégresse as the father of the dual-clutch transmission. In the late 1930s, just before World War II, the French engineer searched keenly for an efficient way of automating gear selection in vehicles.

He eventually invented the concept on which the modern-day dual-clutch transmissions are built. But at the time, the Second World War prevented the engineer from implementing this brilliant idea.

The idea began to take shape in the 1980s, with racing as the impetus, much like most automotive improvements. Porsche is one of the first automotive companies to develop the Porsche Doppelkupplungsgetriebe (PDK) transmission in the 1980s. 

The automotive company used this transmission with profound success with its 962 race cars. A 962 vehicle with a PDK transmission won its first World Sports Prototype Championship race in 1986 at Monza, Italy. That was how this vehicle was heavily heralded as one of the best cars of all time.

The PDK dual-clutch transmission has become a staple in most Porsche streetcars. Several other performance-oriented automobiles also use dual-clutch transmissions.

How Does a DCT (Dual Clutch Transmission) Work?

A dual-clutch gearbox comes with 2 clutches but has no clutch pedal. The traditional manual transmission requires you to use a clutch pedal for clutch engagement. But with a dual-clutch transmission, electronics (computers) control clutch engagement by issuing commands to the internal hydraulics of the transmission.

Each of the 2 clutches is linked with one or the other of the 2 internal transmissions. As a rule, one of the transmissions houses the even-numbered gears while the other controls the odd-numbered gears. One of these transmissions also accommodates the reverse gear for backing up.

As you drive a vehicle with a dual-clutch transmission – depending on the gear you select – one of the internal transmissions becomes engaged with the engine and powers the automobile. The other internal transmission is disengaged from the engine but has already pre-selected the next gear for use.

This change between gears is incredibly swift and almost unnoticeable as it occurs without interrupting or cutting off the torque flow through the driveline.

How Does a Dual Clutch Transmission Differ from Other Automatic Transmissions?

The dual-clutch transmission bears great similarities with the automatic transmission cockpit. There is no other similarity beyond that.

This is because a dual-clutch transmission is much more common with a manual transmission than with automatic transmissions. One of the major advantages of a DCT is its economic fuel-saving benefits. Since the flow of power from the engine is never interrupted, the fuel efficiency rate significantly increases.

Automotive experts estimate that a 6-speed DCT is capable of increasing fuel efficiency by up to 10 percent compared with a standard or regular 5-speed automatic transmission.

This is mostly because torque converters in typical automatic transmissions are designed to slip. This prevents all of the engine’s power from getting transferred to the driveline all the time, especially during acceleration.

How is a Dual Clutch Transmission Different from a Manual Transmission?

When you change gears while driving a car with a manual transmission, it takes about half a second to complete this action. This doesn’t sound like much, but it cannot be compared with the 8 milliseconds it takes some DCT vehicles to do the same. This is the efficiency that most DCT vehicles offer.

The increased speed you experience when changing gears in a vehicle with a dual-clutch transmission makes it faster than its manual transmission counterpart. In truth, a DCT works in the same way that regular manual transmission does.

A DCT comes with auxiliary and input shafts that house the gears, as well as a clutch with synchronizers. However, the major difference between a manual transmission and its DCT counterpart is that it does not come with a clutch pedal.

There is no need for a clutch pedal with a DCT because the solenoids, hydraulics, and computers carry out this shifting operation. You can still instruct the computer system to perform specific actions via paddles, gear shifts, and buttons. 

This helps to improve your overall experience significantly. This is why the DCT remains one of the most dynamic – and beloved – types of acceleration available.

Advantages of Dual Clutch Transmissions

The following are some dual-clutch transmission benefits you should know:

• Improved fuel economy
• Smoother performance than manual transmissions
• Freedom to relax or shift
• Faster shifts
• No need for neutral
• More horsepower at the wheels

Every product with benefits also has a few problems that must be noted. Here are the disadvantages of DCTs:

• Potential for jerkiness
• Expensive to replace
• Steep learning curve
• Not ideal for heavy-duty pickups
• Few automobiles equipped with a dual-clutch transmission

So, is a dual-clutch transmission good? It depends on your personal conviction, given that Ford has not recovered from the fallout from its DCT – i.e., Powershift transmission fitted to the Focus and Fiesta and heavily marketed as an automatic transmission – issue.

However, Ford has had tremendous success with another model that uses the DCT. So, you can find out for yourself and see if a dual-clutch transmission vehicle is for you.

But for the most part, a dual-clutch transmission is good, but you can find out for yourself.

Cars That Come with Dual Clutch Transmissions

Many current high-performance vehicles offer dual-clutch transmissions. This include:

• Audi R8
• Nissan GT-R
• Ford Mustang Shelby GT500
• Porsche 718 and 911

However, dual-clutch transmissions are not severely limited to high-end sports vehicles. DCTs also come with the following vehicles:

• Kia Forte GT
• Volkswagen GTI, etc.

DCT technology has also been used in the Plug-in Hybrid and Hyundai Ioniq Hybrid models.

Conclusion

The dual-clutch transmission is not fully automatic or fully manual. The advancements of conventional automatic transmission technology appear to be threatening the popularity and future of DCTs. 

Some experts are even predicting that fewer models will offer dual-clutch transmission technology in the future. But the owners of vehicles currently equipped with DCTs enjoy rapid gear changes and negligible torque loss.

Your transmission has unceremoniously gone out, and you have no choice but to get a new one. However, repairing a faulty transmission is possible, which can even add several years to your automobile’s lifespan.

Therefore, if you still love your car and want to keep it, you have 2 options: get a rebuilt transmission or a remanufactured one. But what is a rebuilt transmission, and what is a remanufactured transmission? Is there any difference between the two? Comparing these options will help you make the right choice or decision.

Let’s get to the meat of the matter by starting with the term ‘transmission rebuild.’

Transmission Rebuild: What is It?

Rebuilding a transmission – also known as refurbishing, or overhauling, or reconditioning – refers to disassembling it with the primary intent of getting it back into an excellent shape. This usually includes examining every part, cleaning all salvageable components, and replacing anything that has been excessively worn or damaged.

In most cases, rebuilding a transmission requires the replacement of soft parts such as

• Gaskets
• Bands
• O-rings
• filter
• Clutches
• Seals

Every component that is not designed to wear naturally is usually made of pressed aluminum or hardened steel. These can only be replaced on an ‘as needed’ basis.

Replacement components may be used or brand-new. Each torque converter and solenoids are replaced while aftermarket upgrades and even updates are installed during the rebuilding process. 

The unit is reassembled and then installed in your vehicle, ready to take on the road once more.

But before then, several different road tests are initiated, and final checks or tests for leaks are carried out. 

A custom rebuilt transmission should come with a minimum of a 50,000-mile and 36-month warranty, which covers labor and parts.

What is a Remanufactured Transmission?

Remanufacturing a transmission is a process that involves shipping the original factory-fitted transmission to the manufacturing facility, where the repair team does its best to restore the unit to factory standards.

At times, fixing some weak points and errors may require remanufacturing the components that lead to the failure of the transmission. 

The entire remanufacturing process is quite similar to rebuilding a faulty transmission. To remanufacture a failed transmission, it is, first of all, disassembled, cleaned thoroughly, and carefully inspected. Then, every component deemed out of specification, damaged, or overly worn is replaced.

The components that go into remanufacturing the transmission are either requalified or new. But each one is designed to meet specific standards and tolerances.

After reassembling the transmission, it is carefully checked and tested thoroughly for quality assurance before being shipped back to the owner.

Transmission Rebuild vs. Remanufactured Transmission: What Options Should I Go for?

When it comes down to deciding whether to go for a remanufactured transmission or a rebuilt one for your vehicle, you have to consider several factors.

Here they are in no particular order:

Cost

The cost of remanufacturing or rebuilding a transmission is far less than purchasing a brand-new transmission or getting a new vehicle altogether.

Rebuilding a transmission costs anything from $2,800 to $3,800. This depends on parts, labor, and unforeseen circumstances. This is cheaper than buying a brand-new transmission which often costs between $4,000 and $8,000. This depends heavily on the model and make of your vehicle.

However, it is highly essential that you compare quotes in order to find reasonably priced technicians. 

Quality

Rebuilding a transmission or remanufacturing one involves mixing old and new parts. The difference between the 2 processes is that every key component in a remanufactured transmission is brand-new. Dyno testing helps prevent any problems even before the transmission leaves the factory.

Turnaround Time

Rebuilding a failed transmission is a process that takes time. The transmission has to be uninstalled, disassembled, and inspected for worn components.

Then these parts will be purchased and fixed. The transmission is then reassembled and re-installed in the car. This process takes up to 3 to 5 days.

On the other hand, remanufacturing a failed transmission doesn’t take much time. The transmission will only be shipped back to the manufacturer or factory. The entire process of working on a remanufactured transmission takes 1 to 2 days.

Warranty

The warranty that comes with a remanufactured or rebuilt transmission gives nothing but profound peace of mind. 

In most cases, a high-quality remanufactured transmission comes with a factory-backed, 3-year unlimited mile warranty. This is due to the scope of the entire remanufacturing process. 

The warranty period can even be longer, and some manufacturers allow suppliers/sellers to efficiently work on systems at the transmission shop of their choice.

But rebuilt transmissions are usually covered by a 12-month, 12,000-mile warranty, which pays for repairs if any defective components are found in the torque converter or transmission. This means that if you hit up to 12,000 miles – even if it is not up to 12 months since you repaired the transmission, your warranty expires.

In contrast, if your vehicle lasts up to 12 months without any notable incident – even if you have not hit up to 12,000 miles, the warranty expires.

The warranty for rebuilt transmissions is relatively basic, though the repair costs are covered up to 12 months. However, you are not permitted to repair the transmission in any repair shop of choice if it somehow fails during operation.

Therefore, ensure you thoroughly go through the terms and conditions the warranty covers. This is because labor charges are not often inclusive in rebuilt transmissions.

Reliability

This is where you need to consider the components used when remanufacturing or rebuilding transmissions.

Rebuilding transmissions typically involves patching the unit with old components that will work as expected. But these components are not brand-new ones.

In contrast, remanufactured transmissions involve the use of re-created components or parts that are fairly refurbished. This makes the unit look or operate like a new one. 

Moreover, remanufactured transmissions are often paired with verified (authorized) shops, while rebuilt transmissions can be carried out from any verified or unverified workshop.

Although both remanufactured and rebuilt transmission may be highly compatible with your car, the truth is that remanufactured systems are higher in quality, and therefore more reliable.

Additionally, remanufactured units undergo intensive dyno testing processes before leaving the shop.

Conclusion

Whichever option you choose – i.e., a rebuilt transmission or a remanufactured transmission – it is vitally important to leave transmission repair only to AAA-approved, ASE-certified master technicians.

These technicians are capable of fixing your transmission into tip-top shape so that your vehicle can run smoothly again. The option you choose will also depend on how deep your pocket is, the turnaround time, warranty, etc.

Are you having transmission problems? You may be thinking the time is ripe for you to get a brand-new vehicle. However, the benefits of rebuilding your 4L60E transmission cannot be overstated. 

Here’s what you need to know about the 4L60E, why you should consider upgrading/rebuilding the transmission, benefits of a rebuilt 4L60E transmission over buying a brand-new one.

Overview of the 4L60E Transmission

The 4L60E is a four-speed overdrive, automatic shift, and longitudinally positioned transmission that many experts consider to be the best rendition of the greatest overdrive automatic transmission ever made.

But before the 4L60E transmission, there was the popular Turbo 700R4 produced in 1982. The 4L60E has been General Motor’s most successful continuation of the 700R4 – also known as the 4L60 – since 1990.

The 4L60E transmission refers to the electronically (E) shift-controlled version of the 4L60 transmission.

The 4L60E transmission can be easily identified and differentiated from others by its notable, removable bellhousing. It was produced and released in 1996 right behind the .3L V6 engine and more broadly against V8 engines the following year, i.e., 1997.

By 1998, GM phased the 4L60E transmission into full implementation in RWD car platforms as well as trucks in 2WD and 4WD configurations. 

The 4L60E derives its unique designation from its specifications:

• 4-speed
• Longitudinally positioned
• 6000 lbs. GVWR (gross vehicle weight rating)
• Electronically controlled (even though the transmission is known to see factory service in trucks that weigh up to 8,600 lbs.)

The 4L60E transmission has remarkable strength and is currently the darling of the ever-evolving transmission building aftermarket. It is capable of efficiently transmitting highly impressive power from performance car and truck applications.

General Motors produced high-performance versions of the 4L60E transmission. This was used extensively in several tire scorchers like:

• The Chevrolet Impala SS
• Chevrolet Corvette
• The Pontiac Firebird
• The Chevy Camaro
• The Australian-built Pontiac GTO

The 4L60E transmission uses 2 shift solenoids which are utilized for actuating gear changes. They were known as Shift Solenoid A and Shift Solenoid B in early versions of the transmission. The PCM could achieve up to 4 distinct gear ratios by turning them on and off in pre-set patterns.

But they were soon changed to 1-2 Shift Solenoid and 2-3 Shift Solenoid in order to comply with OBDII regulations.

Specs

The basic specs of the 4L60E transmission are as follows:

• Weight: 146 lbs./dry and 162 lbs. wet
• Fluid capacity: 8.4 quarts (9.64-inch torque converter), 11.4 quarts (11.81-inch torque converter). 4L60E versions with the large cooling circuit or deep pan require up to 14 quarts.

GM focused on taking off the reliance on hydraulic pressure in order to make gear changes. 

Performance and fuel efficiency were significantly improved using a computer that could readily interpret data obtained from speed sensors and swiftly decide the most appropriate period to shift gears using solenoids.

Reasons to Upgrade/Rebuild the 4L60E Transmission

Automatic and manual transmission upgrades can do a lot of good for your vehicle. Starting from a significant increase in acceleration to fully ensuring that your 4L60E transmission components don’t break down when you least expect.

This is the primary reason why many car owners consider efficient transmission upgrades for their system – to make sure that the engine doesn’t generate more torque than the 4L60E transmission can handle.

If this happens, it may result in a considerable breakdown of every transmission component you know, including forks or shafts.

But simple 4L60E transmission upgrades ensure your engine handles more power as well as a highly improved level of performance and average peak power. This ends up providing that extra boost in speed you crave for.

The considerable increase in the level of performance after upgrading your 4L60E transmission is attributed to its enhanced gear ratios. This is where the engine spends much more time within its sweet power spot.

Upgrades are as important for your vehicle’s engine as changing the transmission filter and oil.

Benefits of a Rebuilt 4L60E Transmission

As you already know, most automatic transmissions are expensive. Companies that sell the 4L60E transmissions and others always charge outrageous prices for brand-new ones.

This is mostly because transmissions are constructed with precious metals. Moreover, the manufacturing process is extremely complex.

However, getting a rebuilt alternative is highly recommended instead of spending a fortune on a brand-new 4L60E transmission. Some of the reasons or benefits of getting a rebuilt 4L60E transmission are as follows:

Saves a Lot of Your Hard-Earned Money

A rebuilt 4L60E transmission is not only affordable but also an excellent option over new transmissions.

Most vehicle owners usually have a few misgivings about buying a rebuilt 4L60E transmission. The major question on their minds has to do with the reliability of a rebuilt transmission.

After all, buying a low-priced 4L60E transmission can only imply that it will not deliver a stellar performance compared to a brand-new transmission.

But this is far from the truth. The primary difference between a brand-new 4L60E transmission and a rebuilt one is that the latter is usually made of recycled components. Drivers can also rely heavily on rebuilt 4L60E transmissions because they deliver excellent performance.

Therefore, purchasing a rebuilt 4L60E transmission makes more sense than shelling out thousands of dollars on a brand-new transmission.

It is Eco-Friendly

More people are increasingly growing concerned about the environment, thanks to the green movement. This has made road users more aware of their vehicles’ emissions and how harmful they can be to the environment.

When constructing brand-new transmissions, lots of energy is expended during the process. The environment takes the brunt of this excess energy.

But rebuilding transmissions such as the 4L60E involves using recycled, factory spec components such as springs, new seals, transmission bands, accumulators, clutch discs, etc. 

By installing a rebuilt 4L60E in your vehicle, you play a small part in saving the Earth by contributing to the green environment.

Keep Parts Still in Excellent Working Condition

Rebuilding a 4L60E transmission involves disassembling it and replacing all the damaged, broken, or worn parts with brand-new components.

Every part that is still in excellent working condition is retained. The outcome is a4L60E transmission that is as good as a brand-new factory replacement.

Longer Vehicle Life

When you rebuild your 4L60E transmission, you have automatically extended the useful life of your automobile. This has several financial benefits you can enjoy.

For instance, you can defer interest on debts and car payments when you extend the lifespan of your vehicle just a little longer. Most dealerships pay almost nothing for trucks and cars with faulty transmissions.

But if your automobile still has a functional unit, you can get a lot more money for it whenever you decide to trade it in. 

Overall, extending the lifespan of your automobile is worthwhile and has profound financial benefits for you.

Conclusion

The 4L60E transmission remains one of the most formidable transmissions that GM has produced. Rebuilding a 4L60E – instead of buying a new one – comes with several benefits that you don’t want to pass up. This includes saving lots of money, extending the lifespan of your vehicle, and contributing positively to the environment.

Rebuilding the transmission involves the use of recycled factory components that renews your 4L60E transmission. This is why experts highly recommend that you rebuild your 4L60E transmission instead of purchasing a brand-new one.

One of the biggest problems that shorten the lifespan of a transmission unit is overheating. According to automotive experts, overheating alone causes up to 90 percent of automatic transmission failures. 

The primary reason why transmissions overheat is due to their overworked transmission fluid. The fluid that is pressured to work in extremely high heat or is no longer useful is inefficient. Such transmission fluid will be unable to provide the several functions it is responsible for. 

This includes cooling, lubrication, and fluid pressure. All these are essential to the smooth operation of the transmission. Age and heat are the major causes of fluid degradation, which can easily result in more overheating.

Therefore, it is now up to you to ensure there is no overheating. But is there a way to tell precisely how hot a transmission is? The ideal range for fluid temperature is from 175 degrees Fahrenheit to 225 degrees Fahrenheit.

Each 20-degree Fahrenheit drop in fluid temperature helps to multiply the life of your transmission. To answer the question in the previous paragraph, there is a way to measure how hot a transmission is, and that is via the installation of a transmission temperature gauge.

What is a Transmission Temperature Gauge?

A transmission temperature gauge is a mechanical device designed to help you keep track of the operating temperature of your transmission. The device does this by measuring the overall temperature of the transmission fluid.

When you oversee these temperatures, it helps to ensure that your transmission doesn’t overheat. This simply means that there will be zero risk or possibility of major damage occurring.

Why Do You Need a Transmission Temperature Gauge?

As mentioned briefly in the previous section, installing a transmission temperature gauge is the best way to prevent overheating within your transmission unit.

This gauge enables you to carefully monitor the temperature of the transmission without interfering in the latter’s major functions. If the transmission fluid temperature exceeds 225 degrees Fahrenheit, it could lead to severe or major mechanical damage.

But the transmission temperature gauge warns you immediately it senses that the fluid temperature is in excess. Heeding this warning can easily prevent the transmission from getting ruined or damaged.

The transmission temperature gauge is an incredibly helpful tool for most vehicles that come with automatic transmissions. This includes diesel trucks that tow freight or heavy loads over very long distances.

How Does a Transmission Temperature Gauge Work?

Every transmission temperature gauge on the market is electronically driven. They employ the 1/8-27 NPT electronic temperature sensor in order to read and then display your automobile’s transmission temperature. This is only possible when you install this tool directly in your transmission’s test port.

Installing the transmission temperature gauge allows you to see the precise temperatures your truck or car’s transmission temperatures are. This is appropriate for individuals with heavy-duty or more performance-oriented vehicles. 

However, this does not imply that you cannot install a transmission temperature gauge in your regular daily driver.

The transmission temperature gauge shows you how warm your temperatures are. This vital information should make you pull over before they get too high. This will save your transmission as well as provide additional insurance since you understand where your transmission temperatures are.

How to Install a Transmission Temperature Gauge

When you get your hands on an aftermarket transmission temperature gauge kit, you will notice that it comes with the following:

• The gauge itself
• The transmission temperature sensor
• The sending unit
• Terminals 
• Typical wiring, depending on the exact type of temperature gauge you purchased
• The mounting hardware
• Installation instructions

Some transmission temperature gauge kits do not provide wire. Therefore, ensure you check beforehand.

During installation, it is expedient to mount the transmission temperature gauge on the gauge pod specific to your automobile or a universal mount.

As soon as you figure out the mounting location, you will have to run the wires in order to power the gauge – i.e. if it is a digital gauge – as well as its lighting.

You can do this in several ways, though the most common method is to splice into an existing 12-volt power source and then ground.

Installing The Transmission Temperature Sensor

Installing the transmission temperature gauge is pretty straightforward. However, installing the temperature sensor will require the assistance of a specialist. This is because the installation is a complicated process, though it depends primarily on your application.

Most transmission temperature sensors are usually installed by screwing them into a bung of some sort. You can do this in several ways.

Each installation procedure varies in complexity. This depends significantly on how skillful you are, so you should leave this aspect to the professionals.

In most cases, the transmission temperature sensor kit is usually installed in the transmission’s port, the pan itself, or within the actual transmission line with a T fitting.

Some of the Best Transmission Temperature Gauge

The size of a typical transmission temperature gauge is 2 1/16 inches. It perfectly fits right into most vehicle gauge or universal pods.

The following are some of the top-notch aftermarket transmission temperature gauges on the market today:

• Autometer Cobalt 6157 – Analog Transmission Temperature Gauge
• Elite 10 Color Transmission Temperature Gauge
• Glow Shift 10 Color Digital – 300 Degree Transmission Temperature Gauge
• Tinted 7 Color Transmission Temperature Gauge
• Intellitronix MS9107G LED Digital Transmission Temperature Gauge
• 10 Color Digital Celsius Transmission Temperature Gauge
• Autometer Sport Comp 2257 – 100-250 F
• GlowShft Digital LED Transmission Temperature Gauge
• MaxTow Double Vision 260 F Transmission Temperature Gauge
• Derale 3009 Oil Temperature Gauge Kit

It doesn’t matter if you go off-roading, use a truck for towing other vehicles, or want only to monitor the transmission temperatures in your daily driver. The transmission temperature gauges highlighted are some of the best-rated, high-quality products on the market today.

Conclusion

Knowing the overall condition of your automobile’s high-performance transmission is crucial. It helps in ensuring that your vehicle delivers incredibly high performances at all times or when required.

There is no better device or indicator of the status of your automatic transmission than the overall temperature of the fluid. The latter ensures consistent performance as well as component durability.

The transmission temperature gauge allows you to effectively and safely track the temperature of the fluid in the transmission.