Attention: TDR Forum Junkies 
Over the last several months I've been researching the options for replacement of my transmission and torque converter with one that would hold up to power and not slip under load. Though it apeared several diferent makes would fit the bill, I chose the Goerend Brothers triple disc TC and transmission.
It arrived on Tuesday afternoon, shipped via Yellow Frieght.
I started working on my truck Tuesday after work, removing the preliminary things, such as driveshafts, cooler lines, linkages, wireing, etc. Drained the old transmission and transfer case.
Wednesday morning I removed the transfer case, cross member, and the bolts into the torque converter. With my dad's help, and using a floor jack, we removed the transmission. Since I didn't use any jack stands, I had to lower the trans to the floor to get it out from under the truck.
After switching the levers and the backup light switch over to the new trans, and puting a quart of fluid in the torque converter, we slid the new unit under the truck. Using blocks and a bar, we raised it high enough to get it onto the floor jack (with a 2x6 on the jack to protect the pan). Jacking and positioning the new trans into place was quite easy. Everything lined up just nice and I got it in place with four bolts.
Dad helped me with the transfer case which proved to be very awkward and really harder to line up than the transmission itself. Once this was up and bolted in, the rest was just a step by step reinstall of all the little things that had to come off.
Both the transmission and transfer case were heavier than I anticipated them being. It would take a mighty big guy to be able to lift that transfer case up in there by hand. The most time consuming part was all the little things that give trouble. Corrosion had siezed one of the studs connecting the transfer case to the trans making a relatively straight-foward job rather difficult, requiring a ver narrow chissel to separte the two cases. Cooling line alignment was a minor problem on reinstalation too. Though the cross member removal was mentioned as being troublesome, I had no problem with it. It is seated on a taper and just required a slight tap upward to loosen it, alowing it to be slid backwards and out of the way.
I had everything back together by Thursday afternoon, after a trip to the parts store in the morning for a rear output shaft seal and a front driveshaft u-joint.
After everything was buttoned up and ready to go, I added 14 quarts of fluid and took her for a road test. It behaves just as promised, with nice positive shift points, and a smooth forceful acceleration. Lockup is smooth and firm, unlike before with the afterburner-like kick in the rear.
Driving around town or on country roads is much more pleasurable now with the firm shifts and very little slip while in fluid drive. Highway driving is about the same post-lockup, except for the peace of mind of no slip on hard acceleration or while pulling big hills.
Please let me know if you have any specific questions on the installation or behavior of my new transmission. I am very happy with it
Oo. BlakeOo.
It arrived on Tuesday afternoon, shipped via Yellow Frieght.
I started working on my truck Tuesday after work, removing the preliminary things, such as driveshafts, cooler lines, linkages, wireing, etc. Drained the old transmission and transfer case.
Wednesday morning I removed the transfer case, cross member, and the bolts into the torque converter. With my dad's help, and using a floor jack, we removed the transmission. Since I didn't use any jack stands, I had to lower the trans to the floor to get it out from under the truck.
After switching the levers and the backup light switch over to the new trans, and puting a quart of fluid in the torque converter, we slid the new unit under the truck. Using blocks and a bar, we raised it high enough to get it onto the floor jack (with a 2x6 on the jack to protect the pan). Jacking and positioning the new trans into place was quite easy. Everything lined up just nice and I got it in place with four bolts.
Dad helped me with the transfer case which proved to be very awkward and really harder to line up than the transmission itself. Once this was up and bolted in, the rest was just a step by step reinstall of all the little things that had to come off.
Both the transmission and transfer case were heavier than I anticipated them being. It would take a mighty big guy to be able to lift that transfer case up in there by hand. The most time consuming part was all the little things that give trouble. Corrosion had siezed one of the studs connecting the transfer case to the trans making a relatively straight-foward job rather difficult, requiring a ver narrow chissel to separte the two cases. Cooling line alignment was a minor problem on reinstalation too. Though the cross member removal was mentioned as being troublesome, I had no problem with it. It is seated on a taper and just required a slight tap upward to loosen it, alowing it to be slid backwards and out of the way.
I had everything back together by Thursday afternoon, after a trip to the parts store in the morning for a rear output shaft seal and a front driveshaft u-joint.
After everything was buttoned up and ready to go, I added 14 quarts of fluid and took her for a road test. It behaves just as promised, with nice positive shift points, and a smooth forceful acceleration. Lockup is smooth and firm, unlike before with the afterburner-like kick in the rear.
Driving around town or on country roads is much more pleasurable now with the firm shifts and very little slip while in fluid drive. Highway driving is about the same post-lockup, except for the peace of mind of no slip on hard acceleration or while pulling big hills.
Please let me know if you have any specific questions on the installation or behavior of my new transmission. I am very happy with it
Oo. BlakeOo.
