You can find a liquid transfer pump at Amazon affiliate link : I never had to overhaul my car's transmission doing it this way. This billet drum is manufactured in house using T-6061 billet aircraft grade aluminum. Most pumps today are variable displacement. Customers will often complain of the engine stalling, or loss of fuel economy, due to no lock-up. The valve body regulates, controls, and directs the flow of pressurized transmission fluid. So now we take this new, freshly built transmission and introduce the contaminants from the failure into our new unit. SunCoast decided early that we needed to develop an new drum.
Here at SunCoast, we address this issue by modifying the release oil circuit within the pump. This is important when diagnosing a transmission pump or a torque converter. This special valve is also hard-coat anodized to prevent premature wear. When a vehicle is heavily modified i. Because that's about how much only comes out of the dipstick tube from my car. Every other builder either uses the factory solenoid pack again, or a remanufactured one.
Gear and rotor-type are considered fixed displacement pumps. Why do I do it 1 quart at a time? And due to the extremely electronically controlled nature of these transmissions, the processes involved to build more robust replacement parts has been tedious for the aftermarket manufacturers. We also have special o-ringed end bore plugs that have been redesigned to ensure cocking can no longer occur. This issue often leads to the ballooning of the torque converter. Another area of concern in the factory valve body is the issue with the factory solenoid switch valve.
If overtightened the plastic screw will break. That debris is almost certain to have made its way into the solenoids. The fact that it is plastic doesn't help either. When coupled with one of our towing triple-disc billet torque converters, you will not find a more efficient transmission on the planet at any cost. Our engineers were able to determine the amount of clamping force needed to make the clutches hold. This unit is also capable of a mildly modified street performance machine. Transmission Oil Pump Before any transmission noise or vibration troubleshooting is done, the engine and drivetrain must be ruled out.
These factory pieces allow cross-leaking and continually cause burnt 4C and Overdrive clutches. It's the most useful heavy duty fluid transfer pump I've tried. The result will be the loss of first and second gear starts. While the reasons may be obvious to some, allow me to explain it to you. On every one of our SunCoast valve bodies we correct this by replacing the factory solenoid switch valve with a new, custom designed valve made with annular grooves to help center the valve and plugs in the bore to prevent future side-load wear. The factory drum at 200 psi of line pressure netted us a 4479lbs of clamping load. We started researching this project with a clean slate.
While this is a dramatic improvement over the factory piece this did fall short of our goals. This rattling noise usually decreases as the vehicle begins rolling forward. In testing we found that with the newly found pressure, we were still falling short. The Beat Of A Different Drum. With the larger drum we were able to also increase the size of the clutch. Let's take a quick look at some key issues addressed.
This is important when diagnosing the drivetrain and planetary gearsets. The unfortunate aspect of this is the design has reached its capacity with the power levels being reached in the new 6. Transmission pumps are driven directly from the engine through the torque converter. We knew from previous testing that more clamping force would be needed to ensure that we needed more, a good bit more. This saves energy by decreasing output without affecting speed. What does your builder do? Here at SunCoast, we take a very scientific approach to how we calibrate these units. The torque the power plants produce wreaks havoc on everything it comes in contact with.
When a vehicle is placed in drive with the wheels held stationary, the entire drivetrain is also held stationary. Those contaminants can, and will, affect the spray pattern and flow of these solenoids. However, we already were aware of this potential failure and have been hard at work with the patent office yet again. The steel screw can be used again and again during each filter change. This means they vary or change fluid pressure according to demands.