The tools you need to rebuild a 700R4 transmission are specialty tools, which include front pump alignment band, lip seal tool, Teflon Seal Installer and Resizer, Bushing Driver Kit and Clutch Spring Compressor as well as standard shop and measuring tools like snap ring pliers, dial calipers and feeler gauges and air compressor and blow gun.
You also need Trans-Gel for assembly lube, which holds the check balls in place and lubricates moving parts during the initial dry start ups and clean work benches as a large, dust free area is required to lay out the transmission piece by piece.
And brake cleaner is also needed for washing away any residual ATF fluid and debris during teardown and cleaning of the internal cases and valves.
Heavy duty, long reach pliers with narrow tips are also required to access and release the deep and tight internal retaining rings in the output shaft and reverse input drums.
And dial calipers and feeler gauges are essential for taking internal clearances, measuring clutch pack stacks and ensuring that your endplay is within factory specifications.
And an air compressor and blow gun are crucial for building and pressure testing drums as you install each clutch pack to verify the seals are holding.
You can often improve the front pump alignment band tool with a hose clamp, although the tool is best as it centers the front pump halves perfectly while you torque the bolts down and ensures that it sits completely true.
The lip seal tool is a thin, rigid yet flexible plastic/metal tool that is sometimes called a feeler gauge method that is used to coax and tuck rubber lip seals into drums without rolling or tearing them.
Teflon Seal Installer and Resizers are strictly necessary for the input shaft and pump stator Teflon rings so that you don't cut or permanently stretch them during installation.
The tools like the J-36418-C Kit get this job done efficiently.
A bushing driver kit, like the Atec Kent-Moore T-0220-700R4) is also needed for rebuilding the 700R4 transmission as it allows you to remove and press in new case and drum bushings without scoring the soft metal.
And the clutch spring compressor is used to compress the heavy return springs in the input and reverse input drums so that you can remove the internal retaining rings.
And universal styles like the Bonbo Universal Clutch Drum Spring Compressor work perfectly for this job.
It is hard to rebuild a 700R4 transmission, especially for a beginner and they are best left to rebuild by an experience transmission rebuilder.
A 700R4 transmission is hard to rebuild, especially if you have never rebuilt a transmission before as it's a complex and difficult project and requires the proper tools and meticulous organization as well as a thorough manual and specialized tools.
The difficulty level of rebuilding a 700R4 transmission is 9 or 10 out of 10 for first timers, because it's the most difficult, rear wheel drive GM transmission to rebuild and you require specific tools to compress heavy duty clutch pack return springs as well as a press to properly seat the pump assembly.
And you must also follow a detailed factory service guide or a reliable overhaul manual.
There's also intricate check balls in the space plate of the valve body that must be documented and placed exactly where they belong and worn out hard parts like the gear drums or pump can also be expensive to replace and proper removal and installation of case bushings are also required to prevent leaks
And you must also properly adjust the throttle valve TV cable, because even a slight misalignment of the TV cable can cause your transmission o shift incorrectly and burn out instantly once you install the transmission.
The hardest transmission to rebuild is a CVT transmission, also known as continuously variable transmission.
CVT or continuously variable transmissions are the hardest transmissions to rebuild because of their belt and pulley design as well as their strict software calibrations and their tendency of internal wear to destroy the metal cones and most mechanics actually recommend just replacing the CVT transmissions, instead of attempting to rebuild them.
Rebuilding any transmissions can be very difficult, although manual transmissions are easier to rebuild than automatic transmissions.
Dual Clutch Transmissions are highly complex, requiring advanced diagnostic tools and strict adherence to specific factory-mandated torque sequences and procedures.
The combination of intricate mechanical components and sensitive electronic controls makes them very challenging to service.
Older, mechanically-operated automatic transmissions (like the TH400 or C4) are relatively straightforward, but modern units (such as modern BMW or SAAB transmissions) are built as hydraulic computers.
They require clinical levels of cleanliness; a single piece of lint from a shop rag can jam a spool valve and destroy the rebuild.
They also require specialized tools and strict software/sensor calibrations.
And while manual transmissions are simpler to rebuild, they still are more difficult to rebuild than an engine as they also still demand and require precise measurement of clearances as well as careful shimming and exact reassembly.
And just 1 improperly set synchronizer ring or worn slider, will mean that you need to take the whole assembly apart again.
Rebuilding transmissions is best left to a transmission shop and rebuilder who has the expertise as well as all the proper tools to do the job.
The number one killer of transmissions is excessive heat.
Excessive heat causes the transmission fluid to oxidize and break down, which robs the transmission of it's vital lubrication and also creates severe internal wear.
Although heat is the number one killer of transmissions, other things also increase the excessive heat, which accelerate the death of a transmission.
Having low or contaminated transmission fluid, doing lots of heavy towing and hauling, neglecting maintenance and aggressive driving habits all factor into and cause transmission failures.
Transmission fluid acts both as a lubricant and coolant for your transmission.
And having leaks or old, burnt fluid in the transmission also lead directly to increased friction as well as catastrophic overheating.
It's important to keep an eye on your transmission fluid and never allow it to get too low.
If the transmission fluid is low, you should add some more of the correct transmission fluid and change or have your transmission fluid and transmission fluid filter changed every 20,000 to 30,000 miles to extend the life of your transmission.
And exceeding your vehicle's factory towing limits or even placing any extreme strain on your drivetrain causes the torque converter to slip and generate intense heat, which kills transmissions.
If you don't have a transmission cooler and do any towing, it's recommended that you add a transmission cooler to help your transmission and transmission fluid stay cool.
As for not changing the transmission fluid, failing to change the transmission fluid and failing to replace any clogged transmission filters, allows the transmission to operate with degraded heat trapping fluid, which also kills transmissions.
And even slamming on your brakes, rapid acceleration and shifting gears while the vehicle is also still moving shock the system and spike the transmission fluid temperatures.