To me this goes back to my last two rebuilds where I found the after market parts to vary from the factory parts enough that I ordered differant differant thickness parts to get the clearances I wanted (.002 per steel adds up on a stack of clutches).
I also found that what was shown in the aftermarket book was not what was in my transmission on one clutch. I think the parts in that one were all .010" thinner.
I ended up placing three orders to get things the way I wanted them. As far as that funny shim my transmission was in perfect shape and had low millage when I got it but I did not know that till I tore it down.
And yes that shim looked like it had been in a few too many games without a helmet. I'm not worried.. I just put it back and its been fine.
As a referance point my first tranny was pulled out to put a lockup converter unit it. It had about three years of life behind a turbo motor and it looked fine (except for the one loose bolt). That unit had the line pressure shimmed and the accumulators shimmed and shifted firmly. Not too too harsh but you knew it.
I decided to only add a bit more line pressure on this last unit the lockup tranny). However I since this was a V6 model it allready had a stronger spring in the main regulator valve than a standard four cyl valve body I had shimmed before. I think shimming the V6 spring is overkill.
I think I could have just used the V6 regulator spring unmodified behind my turbo four and it would be fine.
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