After weighing options I decided to go with 517 Transmission this time, as Sam had been at Level10 but left with another expatriot to build his own operation, with an eye on honesty. He informed me of several of Level10's scams, and detailed all sorts of short cuts they take...
He is now done with my "re-rebuilt" transmission, which is on its way back to California now, where it will be reinstalled in my car, and I we will have an opportunity to see what works....
Here's an update. I am mindful of the fact that IPT is a major sponsor here at Audizine, so I will say that I have had no experience with them other than a couple of telephone conversations with John. John seems like a very nice guy, but he was unwilling to allow a third party observer to watch as my transmission was worked on. 517 was glad to have us. All three of these shops, (Level10, IPT, and 517 Transmission), are local to oneanother, and everyone seems to know everyone else. I did ask Sam for his thoughts about IPT's advertising, and he provided his thoughts.
Here's what I know, which isn't all that much, but I am trying to educate myself. Sam has been quite forthcoming, and seems to be making an effort to be honest and forthright, which is a far cry from the others.
Above, you can see the "spent" friction materials, clutches and reaction plates. According to Sam, the materials were all OE, and none of them appeared to have been replaced at any time. (Level10 be damned.) One can see that the clutch material is completely fried, and the plates are burned, (and apparently significantly warped though these pictures don't illustrate that very well).
It's difficult to see, because the existing materials are used, burnt, and impregnated with fluid, but, according to Sam, the new material is of a much different quality, and should be much more durable and resilient. (These photos are worth a thousand words to him, but since I know very little about automatic transmission internals, it's difficult for me to do anything other than share what he's provided.)
There is also an example of one of the original and replacement seals. The replacement features a positive fastener, while the original is merely a compression type of seal.
You can also see the valve body "shims" which were placed behind the accumulator actuator spring by Level10. These are nothing more than hardware store washers. 517 has replaced the spring with a higher tension unit instead. Apparently, some other calibrations have been changed as well.
The torque converter showed evidence of a trimmed stator and "bent fins". The stator has been replaced, and the fins properly adjusted for slightly higher stall speed.
The pump seal has been replaced with a custom CNC machined piece, and all dowel pins will be replaced when the transmission is reinstalled.
I did copy some text from IPT's website, and asked Sam to comment upon their package as follows:
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From IPT:
* Valve body is custom calibrated to provide the ultimate in clutch application power and clamping force. Clutch apply time is greatly reduced and inadequate, sluggish line pressure rise is totally eliminated (The valve body modifications performed by us are of a proprietary design and are unavailable elsewhere).
* Hi Energy friction plates and IPT laser cut, surface treated 1008 steel plates are installed in all shifting clutches.
* *NEW FEATURE* We have now developed the industry's only 7 friction disk "C" clutch pack, 6 friction disk "E" clutch pack and 6 friction disk "F" clutch pack for a tremendous increase in second, third, fourth and fifth gear holding capacity.
* New one way clutches (sprags) are installed in all locations
* Planetary splines are heat treated to prevent stripping.
* Cryogenic treatment is applied to input shaft and planetaries to eliminate stress related failure
* Sun shell is heat treated to prevent stripping
* Lube system is redesigned to provide increased flow and cooler operation
* Lock up system is revised to improve converter clutch application, clamping force and torque holding capacity.
* IPT's proprietary package of modifications represents the most robust and capable Audi automatic gearbox configuration available anywhere.
Sam's comments:
It's a line and a song saying what the original units are. Shafts and sunshells are already heat treated. If for example the planetary gears or any tooth of any spinning gear is strenthened, it will strip its counterpart that's not heat treated. In other words, if you strengthen one thing with out the other you only engineer an extremely weak result. The whole internal gear train must be temperature treated at extraordinary cost. You simply can not say, "Well lets upgrade the strength on this part but not this one." The stronger eats the weaker gear.
As far as the adding of clutch packs goes, you are making the other clutches and steels thinner (and weaker) to add one clutch and one steel. This is a bad idea. Adding friction in a drum is retarded. Adding coefficiency is (clutch plate material) is the way to go, keeping the clutch count the same.
The valve body thing is true except ours is as good, if not better. You do enough but not too much This is NOT a '69 Camaro.
It sounds like someone likes to toot their own horn. The truth is told at 517, with no song and dance, if you may.
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In any case, we shall see. My transmission is on the return leg, and will be back in Los Angeles next week. I am inclined to trust Sam's word as he could have promised the moon and extracted more from the wallet, but he chose to advise against things and have me keep my money where appropriate.
If any of you have experience with automatic transmission components and can see anything in these photos beyond that which I have been told, please share.
If you'd like to find 517, please contact them directly, in Ogdensburg, New Jersey.
-Michael.
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Originally Posted by deb38
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