Hey, sorry it took so long to get back to this. Time flies when you're busy as hell.
I already had seals on order, but thanks for your offer.
Yeah, the rebuild went well. I used everything from the xl24 except for the clutch pack and the shift cam assembly, which I took from the F87A. The only reason I took the shift cam is because I did a dry run assembly/disassembly and then on the reassembly the freakin' pin broke
. I suppose it should be mentioned that you need to be super careful when putting these together as well as taking them apart. I thought it was real nice that the pin is so fragile. It made me so angry that I used the shift shaft from the assembly to plug the output shaft flange while I torqued down the nut. Afterward, I realized that the shift cam itself (which was in a little better shape) could have been removed from the assembly. That's the only thing I would have done differently.
Anyway, yeah, got it back in and it's running great. I am waiting on a rebuild kit for the cv at the front driveshaft/tc connection, so I'm running without the front shaft for now, with the brown wire cut, and keeping the switch in 4hi. I'll post up in another thread at some point once I do the cv rebuild on the driveshaft.
By the way, I didn't bolt the damper back on, and I don't really see a reason to.
And, here's the pics I have of the two different case components. Interestingly, the insides of the XL24 were stamped with a Borg Warner symbol (I think - it looked like a saw blade made out of a B and a W), while the halves from the F87A were stamped with "MPA". Not sure I got a pic of that difference, or of the different part numbers.
(now that I'm about to post these, I see I didn't do a very good job on them. oh well)
Here's the differences in the clutch packs. The F87A is on top. The individual plates in the F87A seemed a little thicker/sturdier and were in better shape. Note the adhesive material that is not present on the clutch from the XL24. This clutch relies on a plastic washer. Not sure which of these is better or more reliable. As a side note, taking apart these clutches and putting them back together is very annoying. I can't remember why, but I did it like 5 times:
Here's the shift rail bore in the front case half of the F87A:
Other than it being a different shape, and having a hole in the bottom of it, the XL24 was similar:
Here's the bore in the back case half from the F87A. It was in bad shape. It had a flat-topped sleeve in it, and the left side had almost completely worn away:
The XL24 It had a bevel-topped sleeve in it, and had no wearing whatsoever. Unfortunately, I can't find the pic I took of this. :thumbdwn:
I also don't have a picture of the slot that the pump tab sits in, which is unfortunate. The F87A half had been completely slotted out by pump movement, while the XL24 half exhibited no such issues, and I couldn't find anything different form a manufacturing perspective in that area.
Sorry for the lack of pictures on the above two items, but my conclusions are either:
a. the XL24 was relatively new, and the lack of the issues seen in the F87A (which the Omega halves fix) are simply because it's not very old/hasn't been driven hard
b. the XL24 was relatively new, and BW made an effort to fix these issues with a new design
c. the XL24 was old, and isn't as susceptible to the boring/tab grinding/etc.
I can't really tell what shape the case halves were in in the rebuild diary, but it's obvious to me now that he was working with an XL24 (note the clutch pack, for one). It's also interesting, looking back on it, that his halves also had the MPA stamping instead of the BW (?) saw blade thing, which I can't find an example of. So, who knows. I guess that will stay a mystery.
In summary, yes, the vehicle's running great.
Thanks for the forum and rebuild diary, and thanks Facimeor for saving my butt. Also, thanks albi1cnobi1, much appreciated.
