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This astounding tale revolves around a 1967 Plymouth Satellite, with a 383 and automatic transmission. The moral of this story is: stick with a manual, or, if you can't, find the most knowledgeable people you can before letting your transmission be taken apart.
ORIGINAL TRANSMISSION
The original transmission went above and beyond normal duty. It performed flawlessly until the day it simply couldn't move the car anymore, 18 years and 235,100 miles after it was built.
FIRST REBUILD Rapid Transmission May 30, 1985 - 235,146 miles - $576.41
The clutch material had finally worn away, and the car was towed to Samco in Kearny Mesa. Rapid Transmission did the rebuild, and Samco did the removal and installation. The rebuild unit performed smoothly, with no change in operation from the original.
SECOND REBUILD Marv Booth-Torqueflite Specialties June 6, 1990 - 295,000 miles - $600 plus $140 in optional parts
After driving the car to a car show in Van Nuys (about 2 hours north) and back, the transmission began to slip while shifting. The slipping only occurred after it had been running for at least 20 minutes. I took the car back to Rapid Transmission where it was diagnosed as needing the clutch pack overhauled. Not being exactly thrilled with only 60,000 miles of service, I looked for possible Torqueflite specialists. I found one in Pomona, Marv Booth, who called his service Torqueflite Specialties. I found that he had quite a reputation for having expertise with Torqueflites.
I removed the transmission and drove it to him. He not only rebuilt it "his way", but he did so in under three hours, providing quite a floor show in the process. This photographer had an attitude that might scare off some people, but I realized that he was just passionate about his work....
Under the advice of Lee Hancock (Chrysler Performance Specialties), I provided Marv with the following: deep pan with filler plug, 5:1 ratio kickdown lever, and a shift improver separator plate, all from the Mopar catalog. I also installed a transmission fluid cooler.
This transmission kicked butt! The car was just plain faster, just from the transmission! It launched quicker (2400 rpm stall converter), plus the transmission stayed in gear much longer before shifting, and the shifts were quick and crisp. This was much more fun...however, a gremlin was hiding in the works to cause the...
THIRD REBUILD Sparky's Transmissions September 18, 1991 - 312,396 miles - $523.46
The Satellite was driven about 1200 miles north on vacation in August, 1991. After returning home, an old pattern came back. Driving 10 miles to work didn't reveal any problems, but driving at least 2 - 3 times that distance caused the shifts to slip. After fluid started leaking from behind the converter access plate, I called Marv. He said that he obviously would need to take it apart. If it was his doing, he would take care of it. However, he moved to Los Angeles, and his new home did not facilitate a one day turn around. I'd have to wait a week before getting it back.
I needed my car running asap, so I took it to Sparky's Transmissions on Adams Ave., just around the corner from my apartment. I also spoke with Lee Hancock, and he was suspicious of the pump, which he felt was loosing line pressure after heating up, causing the mushy shifts and accelerated wear of the clutch lining. I mentioned this to Sparky's, asking them to please pay attention to the pump and replace it if necessary.
Earl from Sparky's called me after their initial inspection, which revealed that the clutch pack was burnt, there was too much clearance between the clutch discs and plates, the clutch spring arrangement was unfamiliar, the valve body setup was unfamiliar, and they were completely amazed that it had worked at all! This Marv guy had messed it up, and of course it burned up!! They also said the flywheel plate to converter bolts had incorrect thread engagement, possibly causing vibrations contributing to the transmission failure. The next day he said the bolts were fine, however. I once again mentioned the pump.
Earl said they would put in a stock torque converter, and leave the valve body alone. When he called me to tell me the car was ready, no mention of the pump was made. It drove just fine. The shifts were still very nice, due to Marv's valve body still being in place.
THE PUMP Sparky's Transmissions September 24, 1991 - 312,484 miles - $156.96
I knew the only real test was to drive the car on an extended trip. I started out by taking it to the Wild Animal Park on a hot Saturday. It drove there just fine. It drove home just fine, at least until I parked it. A large puddle of transmission fluid was spilling from behind the converter access plate. I took the car back to Sparky's. The next day I received a call: "Well, it looks like the pump needs replacing". Really. I paid for the part but not for the labor. So, both Rapid's and Marv's good work had been done in by a borderline pump. It worked good enough that no one suspected it was actually causing damage. "A pump either works or it doesn't". Wrong. It seems reasonable now to think that it's a good idea to automatically replace it on a transmission with high mileage/years of service.
FOURTH REBUILD Sparky's Transmissions November 3, 1992 - 325,766 miles - $343.63
The transmission performed fine until the end of October, 1992. I was accelerating from a metered ramp onto the freeway. I pressed the gas and the engine suddenly raced to a high rpm, dropped to a normal rpm, then the car accelerated slowly until the rpms reached close to 2000 rpm. After that incident, when the engine was idling, it would drop 400-500 rpm when put into gear from neutral. The car also completely lost all power at launch. It would accelerate from a standstill like a slug on tranquilizers. While cruising, the engine raced during kickdown. I knew something was wrong with the transmission/converter, but since I was on jury duty, I had to wait several days before I could take it in.
I explained to Earl the symptoms, and that although the transmission was legally out of warranty, I knew that he knew this unit should not be failing after only one year. Earl called me the next day and said the front band had broke and taken the drum with it. He said the transmission needed another rebuild plus a drum, and that he would split the bill with me. He said he would also replace the torque converter, even though that was not specified on the bill.
The unit shifted properly again, but the mysterious rpm drop at idle coupled with low speed acceleration superior only to a tree stump remained. I asked Earl about the torque converter, but he said there wasn�t anything wrong with it. He felt the engine itself was at fault. I disagreed.
DYNO SHOP DIAGNOSTIC April 13, 1993 - 331,682 miles
A dyno diagnostic at the Dyno Shop in Santee revealed that cylinders #2 and #5 were weak, and cylinder #6 had very low compression. Higher cylinder pressures at cruising speed masked these deficiencies, but they were easily detectable at low rpm's. They also found the stall speed of the converter was only 1150 rpm, way too low. Their firm opinion was that this definitely caused the inability of the car to get moving normally from a standstill. The engine's low performance was having an effect, but not enough to keep it from moving the car at a respectable rate.
I told Earl about this, and he defensively responded that there was nothing wrong with an 1150 rpm stall, and that obviously the engine was to blame.
DYNO SHOP LEAKDOWN TEST April 26, 1993
A cylinder leakdown test was very revealing: 100% leakdown from the intake on cylinder#5 @40psi, 90% leakdown from the exhaust on cylinder #2 @100 psi. Out of four cylinders tested, the best was #3 with 140 psi and a 25% leakdown rate, through the rings. A problem, yes, but the shop still felt that an 1150 rpm stall was ridiculously low, causing the sluggishness moving a 3700 pound car.
A NEW PROBLEM May 24, 1993 332,642 miles
While driving on the freeway, I stepped on the gas to pass a car. The kickdown was very late, slow, and sloppy. The engine was running fine and still making power on the freeway. Later the same evening, the one-two shift started to become very mushy. I began to wish that I had ordered a new Torqueflite unit out of the catalog.
I called Earl the next day, but he said he couldn't take the car until June 1. I explained to Earl that warranty or no warranty, I would take my business elsewhere if I had to give him another dime. I showed Earl the history of what had transpired so far and he said he would take care of the problem with no charge. My father came by to drive me home, and he asked Earl if there might be something wrong with the valve body. Earl replied, "No. If there was, it would be a problem right away."
Earl called me the next day and said the front band had broke again. He said they could not find the cause unless there was something wrong with that "damn valve body". The car was ready June 4. He said they inspected the valve body and found nothing wrong. Earl said they installed a "heavy duty" front band. I picked up the car and immediately noticed that the one-two shift was crisper than the first rebuild Sparky's had done. Was this "heavy duty" band as good as what Marv used? Or did Sparky's use low grade material and were now finally using a good quality band? Unfortunately, the low rpm lack of power problem remained, with Sparky insisting there was nothing wrong with the torque converter.
REBUILT HEADS - My driveway June 4, 1993
During May, the engine's lousy idle became even worse as the heads continued to deteriorate. The engine shook badly at idle, and would run good only past 1800 rpm or so. I had to take care of the problem asap, but didn't have the money for a new engine. From June 4 (after I picked up the car from Sparky�s) through June 8, a friend assisted me in replacing the worn heads with a set of heads off of my parts car. I had a basic valve job done, and installed them with new springs,seals,push rods, cam and lifters. This would take care of the top end of the motor once and for all. The valve seats on the old heads were quite worn, no doubt caused by the lack of leaded fuel. The replacement heads had hardened valve seats, so unleaded fuel wouldn't be a problem. The engine ran much better, with a noticeable power increase on the freeway. However, it still couldn't get out of it's own way from a standstill! I wanted to throw the torque converter through Sparky's window.
FLUID LEAK - SPARKY'S LAST CHANCE - Sparky's Transmissions June 25
A transmission fluid leak developed and the car was taken to Sparky's Friday morning, June 25. As my family and I were leaving for the weekend, I told Sparky he could have the car until Monday afternoon to take care of the leak. When I returned Monday afternoon to pick up the car, Don said that all they could find was motor oil, but not any leaking transmission fluid.
The car was parked in the back of the shop. I moved the car back to reveal the ground underneath where the car had been, got out, and pointed to the puddle of red transmission fluid. They had the car for two full work days, and did nothing.
ENOUGH IS ENOUGH - Sparky's Transmissions June 26
I picked up the car the next day. They said they took care of the leak. I got in the car to leave. The engine wouldn't start. I noticed that the console shift lever wasn't engaging properly. I had to put it in neutral to start the engine.
I realized that Sparky's could never again come within 100 feet of my car, let alone actually touch it. I drove home, pulled out the shop manual, crawled under the car and made the proper adjustment.
COMPLETE ENGINE REBUILD September - October 1993 - 334,491 miles
Unfortunately, now that the top of the motor was fine, it was time for the battered bottom end of the motor to throw in the towel. The crank broke on the way to work. No doubt the shaking it took on top of the high mileage was too much for it. A complete rebuild was done by D & G Auto and Marine in Escondido. I installed the motor and had it running by Sept. 21. I had removed the old torque converter and replaced it with a TCI unit, with a slightly higher than stock stall speed.
As was expected, the car flew off the line. I had to buy a new flex plate from Rapid Transmission, and when I explained the problems to Rapid, their immediate response was, "sounds like the sprag failed in the converter". Obviously the whole problem was MY fault. I had been going to the wrong place the whole time......
SPARKY'S LAST CURSE September 28, 1993 - 334,733 miles
Well, this story just couldn't end without another visit from the transmission demons...After a .8 mile journey in the morning, transmission fluid gushed out from behind the converter access plate. I had the car towed to Rapid Transmission and they said the pump bushing had seized, damaging the converter, the pump, and deposited metal in the transmission. I guess it couldn't take the new horsepower under the hood.
While an incorrect converter installation could be to blame, both Rapid and Lee Hancock said no. If the converter isn't engaged properly, failure will result within 10 or 15 minutes....and this had been driven for about 240 miles. Rapid's opinion was that it probably would have happened anyway.
Oh well. Rapid's quote was $792 for a rebuild. Instead, I had the car towed to my parent's house, with the transmission in pieces. I took the transmission parts to Steve Williams and Steve Karey, two San Diegan Mopar guys with a reputation for being meticulous about rebuilding Torqueflites (they only do about 6 a year). They found: the front band was not anything resembling a "heavy duty unit". It was a completely ordinary plain vanilla band. The prior bands may have been relined bands. The clutch discs were as cheap as they come. Slip and slide material. They found something they'd never seen anyone do: The leak that Sparky's had first denied then finally "fixed" was a seal with a casting from the case sticking out in front of the hole, to keep the seal from coming out completely. Replacing this seal requires removing the tail shaft and replacing it from within. Sparky's had sawed off the piece of casting covering the hole, then squirted silicone sealer in the hole to "fix" the leak. Steve fashioned a piece of metal to cover the hole once again.
They used quality parts, and put in a part-throttle kickdown valve body. I had the converter repaired at a shop. The transmission was finally purged of all of Sparky's inept work, which never lasted more than 12,000 miles before failing again. I put the whole thing back in the car and.....it's now been four years and 57,000 miles, and still running great. The only remaining issue is that the transmission has been taken apart so many times, that seal tolerances are not as tight anymore, and the case itself will either need replacing or need helecoils installed in the bolt holes. Oh well, I'll cross that bridge when I get there. For now, though, I imagine throwing explosive-tipped darts at a picture of Sparky's Transmissions.....and I didn't even mention my friend's experience with Sparky's Transmissions in Miramar.....but that's another story.
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