Rebuilding an AW70/71

Vee_Que

Good luck. They are all old and will have wear.

Major Ledfoot

Vee_Que;124673 wroteGood luck. They are all old and will have wear.

Rebuild time. There's a link to the A43 repair manual on Turbobricks.

Vee_Que

Expect to do it twice if you do it yourself. And rebuild the torque converter otherwise it will be done three times.

Major Ledfoot

Vee_Que;124705 wroteExpect to do it twice if you do it yourself.

Ummm.. why twice? (Let's take it as a given that I'm not cheaping out and so the torque converter is done at the same time).

Philia_Bear

bgpzfm142;124709 wrote
Vee_Que;124705 wroteExpect to do it twice if you do it yourself.
Ummm.. why twice? (Let's take it as a given that I'm not cheaping out and so the torque converter is done at the same time).

Because unless you have done it before a few times it won't ever work right the first time

Major Ledfoot

Philia_Bear;124720 wroteBecause unless you have done it before a few times it won't ever work right the first time

Oh, so it's by reason of the old 'First-time Unfamiliarity Complex Knowledge Under Pressure' principle.

Gotcha.

Philia_Bear

Pretty much

Vee_Que

A clip seems to always pop off despite the best efforts to Measure everything as best as possible. Also valve bodies cause failures.

Rob

This discussion was created from comments split from: AW71 transmission.

Major Ledfoot

What causes the valve bodies to fail after a rebuild? Is it from not being careful enough to keep out the dirt during a rebuild?

What are the more common mistakes made during rebuilds of the AW70/71/72 by newbies (i.e,: like me)?

Vee_Que

Clips. Wrong thickness clutches, not measuring the oil pump. Using a damaged centre support. Not rebuilding the torque converter.

Valve body issues are more with incorrect ball placement or deciding to upgrade by drilling bigger holes, from all described methods from one person, it doesn't work to not use check balls.

Major Ledfoot

Thanks VQ.

Are there big differences rebuilding lockup torque converters and non-lockup? (parts, processes, etc)
I've read that you cannot use mix lockup and non-lockup transmissions and torque converters.

Were (m)any AW71s in OZ turbo cars lockup? Turbobricks lore is that Europe got the 71L and USA got plain ol' 71 on their turbos.

Vee_Que

Any 940 I've come across made July 92 on has the Aw71l. Na or turbo. The converters are not compatible, the valve bodies are not either. Converter shops have no issue doing them given they are a Toyota box and converters are otherwise the same on any vehicle.

Major Ledfoot

(quote from another discussion, when $2K was mentioned as a rebuild costing)

Vee_Que;125265 wroteThat's expensive, it's $300 to do a torque converter and $400 in clutches.

Are those parts prices only for each? Or parts and labour if you've already removed the transmission from the car, and you can plonk it on the rebuilder's bench? (Having never had an AW70/71 die, I am in the dark).

Where is the best place to get a rebuild kit for an AW71L? Are the rebuild kits for the AW70L any different?
Is an AW72L a better proposition for a turbo car with some additional puff?

Vee_Que

Aw72l is not a stronger box, it doesn't run the extra clutches of the 71, but has a shorter first gear to make it run out sooner.

300 for torque converter is direct at a torque converter shop and $400 is for top dollar Australian parts from a supplier of these things, they go more from how many clutch discs you need and the thickness. I have also bought from alto USA in the past for the hd clutch discs and they supplied the correct valve body gasket unlike when I source locally.