So two days ago I was ready to pull the trigger on an Oregon Performance HD Master rebuild kit and 2000-2400 torque converter. Then I got this message from the same post on GMT. I am now second guessing my plan. Should I be?
[QUOTE=kawaholic;181272]First of all, this is NOT a job for the faint of heart... LOL I had no prior experience with automatic transmissions and I just did mine recently, it was an "interesting" journey but so far, so good. I've got about 1k miles on the rebuild and it hasn't blown up yet.
![Cool :cool:](./images/smilies/icon_cool.gif)
There are quite a few things missing from that kit that need to be addressed. The sun gear/ reaction shell is a known weakness in these trannys. Your accumulator pistons are most likely plastic. There are many upgrades available for the commonly known failures of these trannys. I'd say if you're looking to do a COMPLETE rebuild, that kit's falling a little short.
The kit I used cost significantly more than the one you have listed but it had EVERYTHING in it. The only other things I needed that didn't come in my kit was the reverse input drum and the large o-ring that seals the pump to the case. The o-ring I got with my kit was for an earlier style pump. The reverse input drum was no good in mine. Other than that and the 3-4 clutches being cooked, everything else looked pretty good for 150k miles.
Mine came from Dana at pro built automatics
700R4 & 4L60E Automatic transmissions specialists - ProBuilt. VERY complete kit that he puts together by hand. I went with the heavy duty kit for towing.
This is the parts list that came in my kit, along with a dvd that walks you through disassembly, parts inspection and reassembly. It also comes with very detailed instructions for installing the shift kit, new servo's, accumulators, and all the other upgraded parts.
Seal retainer
Late design seal
13-vane rotor with vanes, slide, rotor guide & pin assembly
Trans-Go steel rings & priming spring (under 5,500 rpm WOT)
New replacement stator support with extra wide bushings installed
"Clutches, Steels And Pressure Plates"
4 Borg-Warner reverse/input clutches .078
4 Reverse/input "low drag" Turbulator steels .078
1 Reverse waved steel (eliminates the belleville spring that tears up the inside of the drum)
5 Borg-Warner forward clutches .070
5 Forward steels .090
2 Borg-Warner overrun clutches .078
2 Overrun steels .091
5 Borg-Warner low/reverse clutches .087
5 Low/reverse "low drag" Turbulator steels .068
8 Borg-Warner Hi-Energy 3-4 clutches .080
3 3-4 steels .060
5 3-4 Steels .076
1 3-4 top pressure plate .128
1 3-4 bottom apply pressure plate .225
1 3-4 snap ring .062
Borg Warner dual cage 29 element sprag.
GM "heat treated" sunshell
Borg-Warner low/reverse roller assembly (late design)
Trans-Go (Hi-Rev) replacement forward springs & 3-4 springs
Transtech paper & rubber (gasket) kit
Transmission filter (OEM)
Bushing kit with 3 teflon
Thrust washer kit
Sealing ring kit
HD Bearing kit
Borg-Warner Hi-Energy 2-4 band
Corvette servo
Trans-Go Heavy Duty Shift kit, with .500 boost valve & w/accumulation for nice part throttle shifts
Vamac 3 lip rear seal
New steel molded rubber pistons for overrun, forward & 3-4
New aluminum 4th & forward accumulator pistons
New aluminum "modified" 2nd accumulator piston for smoother part throttle shifts
New oem 4th accumulator pin
New 2nd & Forward "hardened" (RC52) accumulator pins
New TransGo PWM eliminator valve
Dana told me I could use my original torque converter being that there was no metal in my pan but I couldn't bring myself to put the old one in after doing all that work. I wanted to go with one of the ones he recommends but I ended up just getting a remanufactured one locally from transtar for about $160.
When it was all said and done I was in for right at $1k for the kit, reverse input drum, pump o-ring, torque converter and 12 quarts of fluid.
HTH, Tom[/QUOTE]