As promised, here is some coverage of my teardown of a 1998 Regal GS 4T65E-HD:
To get the side cover off took a deep 10mm (and a deep 13mm maybe?) plus a T40 torx bit. Check the condition of the side cover gasket, it may be reuseable (no pics of mine, sorry, but I plan on reusing it). These do not come in kits, but have to be ordered separately (and are not cheap):
Here is a pic of the 4T65E with the side cover off (not my trans, I got this pic off the web):
The pic above shows the harness and all the pump and case cover bolts you have to remove. You will need 8mm, 10mm sockets and a T30 Torx bit for these.
The red circle shows a bolt I rounded off. These bolts can be tight, and they are shallow-headed flanged bolts (easy to mangle). That one is a Grade 9.8, black oxide-finished, M8-1.25 50mm (25mm threaded), 10mm hex head:
I got it out working my way up to 9/32" reverse drill bits.
The little clips on the electrical harness solenoid etc. connectors are very brittle, and I broke every last one of them:
If this happens to you, you can get a replacement harness, but make sure you count the pins in the main connector to get the right one (can be 14, 17 or 19 pin depending on year and car model). This one (from a 1998 Regal GS) is a 14-pin:
Your harness from a 2000 Bonnie will be different, because I believe you have internal mode switch (IMS). Intense sells a harness, but I do not know how many pins it is. My research shows that there is a "universal" 4T65E internal harness available that will work whatever number of pins your original harness was:
Here I got the pump, valvebody and case cover off, showing the gearset, reluctor (on the drive gear, left), and 4th clutch hub (in the driven gear, right):
Be sure to check for chain stretch. I'm sure your manual gives the procedure. Mine says at least 1/8" clearance between the chain (pushed down taut) and the case (just above where the lower channel plate gasket is in the pic above). This 106k mile chain had 1/4" clearance and no visible problems on close inspection, so I plan to keep using it.
Keep an eye out for the lube scoop under the driven sprocket, make sure it stays in place:
Yours may be "natural" in color if you are n/a with 35/35 tooth drive / driven gears (the -HD'* are 37/33)
Sorry I did not get pics of the valve body; watch for the checkballs, especially if the trans is horizontal. I'll get pics of that later if you want. You will need new valvebody separator gaskets or
the newer-style separator plate with gaskets already bonded to both sides...you can get that from Intense (et.al.):
You'll need new upper and lower channel plate gaskets also, which are available from Intense (et.al.):
If you decide to get an overhaul kit instead, these gaskets (and much more) come with it:
Check the condition of the pins on the reluctor wheel (mine turned out fine):
Make sure they are nice and tightly pressed in. A member on another forum recently lost a chainset to a reluctor wheel that fell off because the pins fell out.
Here'* a pic of the backside of the case cover. In my case, the 4th clutches and steels stuck to it and came off with it (right):
Watch for the alignment pins between the case cover and case:
I had a "mystery clip" hit the ground when I took the case cover off:
I believe I once saw a TSB about "extra clips" being found in 4T65E transaxles; I have to find that again
Anyway, to fix your 4th clutch hub, all you really have to do is pull it out of the driven gear, and install the new hardened hub; although, as I stated in a previous post, I had to go in from the diffy side (with diffy and output shaft removed) with a long screwdriver (taped end to prevent scratching bushings) and push upward on the inside of the input sun gear to get the 4th clutch hub to line back up and seat.
Why replace the 4th clutch hub? Here'* a used hardened hub from a 2003 trans (left) versus the 106k mile one out of this 1998 trans (right):
Once those unhardened teeth shear completely off, no more 4th gear. The hardened hub started in 2003. I think the 2003 hub I have is useable.
You can get a new one from Intense (though GMPD may be cheaper):
When you button it back up, check the condition of the teeth on the pump shaft at the torque converter end. Here'* a used pumpshaft from that 2003 trans (left) versus the shaft from the 1998 trans (right):
The 1998 shaft is clearly more worn than the 2003 shaft. The 2003 shaft is more worn than I'd like, so I'm probably getting a new one. Intense sells them (though GMPD may be cheaper):
Take a close look at your 4th clutches and steels. I've read that they like to burn and leave "leopard spotting" on the steels, and that'* what I saw:
If you want to be pre-prepared and get 4th clutches / steels, Intense has that too:
That'* all for now.