|
This actually goes back to my post from late last year, so I'll recap briefly:
My '89 745T had an alloy case M46 with the late P-type OD. Second gear was hard to shift into. After a few days, it became impossible to shift into second anymore. I was bummed...
Well, in my garage sat a free M46, iron case, J-type OD, with the 240 shifter bracket, etc... Sure felt crisp shifting it through 1-4 on the floor, so I swapped over the necessary exterior bits and put it in my wagon. I hoped for the best with the OD, but this OD was clearly AWOL - no response at all to my repeated pushbuttoning. I verified the solenoid was good, even swapped over the known-good solenoid from my bad tranny. Still no luck. I was bummed again...
Took off the nonfunctional OD and opened it up to find the sliding clutch cracked around 60% of its diameter - not a good sign. The pistons were also the old, old type with skinny O-rings. I replaced the sliding clutch and installed the new style pistons with the fat O-rings. Everything else looked clean, moved freely, etc... I was so sure this would work, I filled up with Redline Racing ATF. Unfortunately, I still got absolutely no response from the OD. At this point, Duane gave me some food for thought on what the problem might be, and I drove on until I had time to break it all apart again. Bummer...
The time to break open the OD came unexpectedly. As I accelerated down a looooong entry ramp to the highway, I hit approximately triple-digit speed when the OD shuddered and engaged! This would have been great, except I didn't press the button. Nor would the OD disengage when I did hit the button. OD was stuck on from that moment onward in all gears, 1-4. Stopped and sat for a couple of hours - OD was still locked on. Bummed once more...
Which brings us to the present day. Now I've split the OD apart again and opened up the PRV plug and the pump plug. The pump spring, ball, etc... look fine to me. The PRV (I have the late style as indicated in the Green Manual) had two issues I could see. One, the O-rings on the outer sleeve and inner sleeve seem to be worn. Two, the little hole in the tip of the PRV (and the two exit holes in the sides of the tip) has some significant crud buildup/blockage, as well as the metered orifice coming into the PRV from the solenoid. The valve seat is firmly in place, resisting all efforts to tug it out, so I reckon those seals are good.
So my question to the Guru, et al, is: could the crud I picked out of the PRV tip, the bad O-rings, and the cruddiness of the metered orifice cause the behavior mentioned above (no OD function at all, then nothing but OD after a high speed burst)? Everything else in the OD seems to be in great shape, with the possible exception of the pressure filter (I cannot open that plug for the life of me.) Any input would be appreciated before I put this thing back together again. I do not wish to be bummed one more time...
|
