I am Steve Vaillancourt owner Steve V's Automotive LLC. I have owned a turbobuick since 1998 and the learning curve has been steep. I have have a small business specializing in turbobuicks. I will share my projects and some how to videos as I learn the channel. I cover all aspects of these cars with the exception of paint and body.
I am a GM World Class Technician, ASE Master Tech as well as GM Automatic transmission specialist. My hobby has grown into my career over the past several years.
I have this same tool. Is the part with the 4 different heights just resting on the pinion bearing? It has a lip on the other side that doesn’t fit anything that I can see.
please make a photo of face of that rings is there marks after grinding/correcting to proper ring gap? or two ends lapped each other (what is proof of bottom out)
what I see the gaps on rings was too small. gapless rings require much more ring gap than normal rings (and that isn't issue because you have 2 overlapping rings instead one)
when I am up at the carb and I pull this cable I can feel a slight resistance from it and if I lightly pull a 1/4" to 1/2" more I can feel it stop. I assume this is the lever first touching the valve plunger. is this where I would crimp the cable line, then do the adjustment at full open throttle? From the look of the video, I want that lever to just touch the plunger as its normal/forever spot till throttle is applied?
My 109 block has 3 steel caps and the stock rear main cap. It was line bored. Calico main bearings and an aftermarket steel crank were installed and the rotating torque checked in at 6 ftlbs.
Thank you for showing everyone my build. It took some serious power. This is proof that even a mild transmission build without all the billet parts can and will survive for some time if built correctly. Hopefully, it gets all the billet goodies it needs for the next weakest link to be discovered.
Hey Bruce, it's not a mild transmission. It doesn't have a brake or billet front half(which is why it broke), calibration is on point for engine power as shown by the clutches. I took another apart from a well respected builder and his direct clutches looked no better than mine.
@@stevevsautomotive1998 I was looking forward to seeing your thoughts and feedback on the dd efi digital dash. Your gonna be putting one inmy gn in about a year
After seeing your video, i understood my trany problem, mine is stuck, now one question, if it's stuck, do i need too rebuild all those parts inside? Or just add something to set it free and get it back to work like it suppose to? Ill appreciate if you help me, Thank you
So this tool topped the guide too , right ? that way u can lower the seal a bit on the guide gain some retainer to seal clearance and run a higher lift camshaft
Ok context is important. Saw "ick" in the valve cover. Note to viewers: GN means it's a Buick Grand National or GNX 1977-87 Try panning out so people can see the car too.
Man these buicks will give you a migraine headache at every level.. mine has been sitting for almost 2 years thats where she likes it the most sitting lol
The LC2 and anything to get aftermarket for the engine, I feel is on the way out and the parts manufacturer's who we depend on are starting to "ghost" the application all together for other platforms. Who knows. Lets hope this platform doesn't die all together.
Code for my BMW e34 reads "26 SOLENOID VALVE CONVERTER LOCKUP CLUTCH". Symptoms are that when cold, it goes into Trans Program (locked in 3rd gear, limp mode), shift lock doesn't function and the digital gear selection disappears from the dash display but when the engine warms up to operating temperature, all works fine again and shifts beautifully. Leads me to believe it isn't the solenoid. Can you point me in a direction?
Can help identify a tight crank. Any bits of lint or crap that has become trapped could make the crank run tight, which will quickly destroy it. Most people just give it a spin with their hands and call it done though.
Man, I legit just lucked into some ported aluminum heads, and I had to buy them right away. They need valve guides apparently but hopefully they work out for me. The availability for everything for these cars is getting ridiculous, cams are hard to get to. We are stuck with only 1 supplier for heads and intakes because of the low demand due the size of our market.
I've heard that from other people too. There must some demand for them to not be able to keep up, also communication is more important than people realize.
Yeah whoosh Motorsport had just posted they had champions irons in stock. Having to wait on parts as a business basically ties up your money and time which doesn’t ever fair to well. Can’t blame you for making the customer handle getting the heads.
Well said Steve. You do great work. At the end of the day you have a business to run and family to provide for and that should be understood by everyone. Keep up the great work and videos.
Exactly what I've been searching for 5to6 months! Hundreds wasted on douche bags to adjust it wrong because the last owner didn't have it right either! But please tell me where in the heck did you get that beast looking tv cable/ detent cable ! It's way thicker and had a wide face ! My actuator hinge deal is thin and crappy looking ? I'm referring to the metal peice that contacts the throttle valve plunger at the end of the tv cable in the transmission. Thanks again!
@@Spiritof_76 ah right, im thinking that might refer to a single groove stem , one that doesn't have the second groove for the o-ring , a single groove stem allows for a shorter retainer and allows more retainer to seal clearance for a higher lift cam.
@@stevevsautomotive1998 Is there any way this wasn't a build mistake? I know personally a bunch of diesels running 100k miles at 30psi, Ford and Cummins, so I'm just wondering is it a petrol thing or is there a fundamental different way of gapping and setting up the cylinder wall and rings that make conventional assembly logic cause them to fail
@@cristianmatos3505 I don't think so. Total seal wouldn't sell these if they would pop out of the groove. Moral of story is stay away from gapless rings.
