Yes! someone finally caught it lol.

Yes, they have O-rings, the part # listed does come with replacement O-rings.

@@OldSchoolNoe Thanks for the quick response. I don't see any. Maybe I accidentally threw them away. Of course, I already installed everything. Do you happen to know what size O rings?

@@jamesmcnamara4544 they have a metallic outer edge and there's 2 types. There's GPD 1311337 (thin 5/8 in.) and GPD 1311353 (not sure on the size). I suggest you buy 2 of each just in case

@@OldSchoolNoe Thanks!

@@jamesmcnamara4544 looking at the old O-rings, they look like the GPD 1311353 O-ring.

1:39 this one? you can find a replacement here globaltransmissionparts.com/700r4-4l60e-4l65e-4l70e-input-drum-capsule-check-ball?gad_source=1&gclid=CjwKCAjwtNi0BhA1EiwAWZaANIPH-hawKLbueoU2HyxMghn5P6WSW3WdUe9Fuox54CiWsmWRKprccRoCIuYQAvD_BwE

the 8 checkballs should be the same size

No. Does it give a message such as "access denied" or "parameter reset failed?" I find it very odd that it would just shut down.

@@OldSchoolNoeNo it just automatically takes me back to the menu to pick the main menu it will let me into the immobilization menu and grant security access but not parameters, do I have to do parameter reset or can I just delete previous keys and program new ones?

It’s a autel Maxisys and I’ve never updated it cause I don’t want to renew a subscription so I don’t know if that’s the problem

@@everydaynormalness2220 no, since its an older vehicle, its program doesn't need to be updated. You have to do a parameter reset, because if you replace the PCM, and if you just reprogram keys after that, the PATS module is going to have a problem with that. Why are you replacing the PCM? Is something not communicating?

never done it that way, would be a good opportunity to change some of them gaskets.

I've never done it on the Astro/Safaris.

fusebox is in the driver's footwell area

@@OldSchoolNoe thanks

I would check all of the grounds then the condition of the ground wires (look for cut wires, pierced insulation). If you're losing ALL electrical then that sounds like a fault in between the battery and fuse boxes.

@@OldSchoolNoe okay thanks doing that now. Will give an update !

The correct answer is "C" the throttle position sensor. (A) is incorrect because the oxygen sensors give feedback to adjust the fuel trims. Fuel trim data will not make the transmission/transaxle upshift harshly. (B) is incorrect because the idle air control valve controls how much air "bypasses" the throttle body during idle. In theory it only affects the engine during idle and not during upshifts. (D) is incorrect because the intake air temperature sensor lets the computer know the temperature of the air going into the engine. If it fails, it can fail at one extreme and stay that way, either very low (like -32 °F or a very high temperature). This will not cause harsh upshifts during normal acceleration. (C) was correct because a failed (TPS) sensor will not inform the PCM about the amount the throttle body is opening. In theory the throttle body would open but the throttle position sensor won't register it. So a bunch of air is suddenly let into the engine, without the computer knowing (It seems PCM takes the value of the TPS sensor over MAF sensor), so yeah this will cause some symptoms, including a harsh upshift. If you haven't, you should do a study on engine performance (A8). There is lots of engine performance issues that tie into the automatic transmission, this question was a fantastic example of that.

@@spyarc5522 is the scanner reading the VIN properly? Did you input the correct vehicle info? It sounds like something might be disconnected.

yes a few flushes after!

CARDONE 401009

It is in the works! Won't see it uploaded until probably early August.

To remove the egr pipe you'll have to remove the y pipe, it gives access to the egr pipe flare nut at the bottom part of the exhaust manifold.

@@OldSchoolNoethanks bro

I used Delmar, it does help!

@@OldSchoolNoe thank you

In theory it should work, don't forget to swap over the PATS module too

Not a vent on the vacuum ball. That was the wrong one, it only has 1 connection!

Congratulations!

i agree too

Ok, the first question , answer is (D) "Poor flywheel surface finish." If the flywheel is machined but if the way its cut is "angled," then the flywheel will be "warped" a little bit. This can cause clutch chatter. (A) is incorrect because an incorrect [release bearing] will probably have issues with RELEASING the clutch (B) is incorrect because a [release bearing] sits on the release fork, if its bent there can be issues with RELEASING the clutch. (C) is incorrect because stiff linkage can cause clutch RELEASE issues. The second question, answer is (A) "weak pressure plate springs," those will cause clutch slippage. This being an EXCEPT question, the rest of the choices will cause the clutch to not fully release. (B) was explained in the video (C) warped clutch disc, in theory can still be engaged because some of the "warped part" is still engaged. (D) seized pilot bearing will eat away at the input shaft's tip, this can cause the pressure plate and clutch to be "warped" to the flywheel. (C) and (D) are extreme examples of theoretical faults.