Hi: My 1994 R100RT has 65k miles. The clutch appears original. The clutch hub splines went away. The trans input shaft splines are worn. I want to redesign the repair with a different spline development. Possibly by undercutting the original spline and refitting it with some type of slip coupling that will go the distance. Or, do I have to stay with the original design? Any ideas? Thanks, Joe Headrick

Check that all bolts are out of the housing, The trans input shaft is splined into the clutch disk and over time with lots of use the spline wears and can bind up between the clutch disk and trans input shaft. Sometimes it takes a real good force to get them apart

THIS symptom means but ONE thing. The drum clutch is burnt and slipping or said clutch is worn out. I just replaced the clutch and hub unit in my washer, original was burnt and slipping because of past overloading. The ole lady said "NOT ME, I NEVER OVERLOAD IT". Well, it works fine now. If yours is a Kenmore washer and drives right off the transmission, you have to remove the outer shell, remove the cap on agitator, then the 7/16 head bolt in the center that holds the agitator to the shaft, turn the unit on it's back, this after unhooking electric and hoses from back, then remove the pump by popping the clips off, remove the motor by removing the 2 screws in clips and popping the clips off and pull motor strait off, unhook the electric cable that powers the motor and pop same cable off the retainer that keeps it on the transmission, remove the 3 1/2 inch head bolts that hold the transmission to the standoffs, pull the transmission completely out of the washer and you'll see the clutch on the top around the shaft. under the concave washer, Remove the push-clip from shaft at clutch hub. Remove the spring clip that holds clutch to trans. Slide the clutch hub up and off the shaft. Place the NEW clutch hub on the trans and put it all back together. You'll find your washer works perfectly now. Plenty of spinning speed.

last time i changed that part i went to U-tube and found a video someone posted and watched it for an easy solution

Who rebuild the transmission the first time? Was it done at a BMW dealer? Work done by an authorized dealer is warranted for 2 years from date of repair. If work was done by an reputable independent shop, I would think they would at least warranty the labor

If you replaced the input shaft, and clutch disc with the original repair, it is very hard to believe that it has failed again in only 3000 miles. Remove the starter motor on the LHS of the engine/trans and take a look inside.

If you live in the eastern US, you can try Anton. He seems to have a good reputation and is an independent shop.

Prety simple job here. Sounds like you either have not put the pilot bushing in the end of the crankshaft, have not lubed it, have the incorrect one, or have the clutch disc put in backward. lets take them one at a time: 1 no pilot bushing, this is self explanatory. 2 No lube, you need a small dab of grease on the very end of the trans input shaft, where it slides into the pilot bushing. 3 Incorrect bushing, the pilot bushing should slide easily on to the end of the trans. input shaft, but should not be loose and able to flop around. Clutch disc installed backward, the disc is flat on one side and the hub sticks out on the other side, the side with the hub sticking out goes in away from the flywheel, it actually sticks into the clutch cover plate( pressure plate).

Check the hydraulic clutch fluid, if it is full then either the clutch is not releasing fully, the fluid inside the transmission is low, if the fluids are not low then the transmission will have to be replaced or rebuilt.

Your hub gear spline may be toast. You will have to remove the rear tire and shaft to check the splines on the drive hub. That is providing your clutch plates are not worn out.

Very common on this make and model trans, pump drive splines inside torque converter strip out and pump is not turning, Most times there is no damage to pump shaft. Remove trans and remove torque converter, inspect the splines at the very bottom of the hub hole. If stripped out inspected pump shaft splines which are the smaller center splines coming out of trans, if ok replace torque converter and re-install trans, change out fluid, clean any metal from magnet and replace filter, fill with fluid and verify proper operation.

4R100 or 4R70W?

Geartrain
Power is transmitted from the torque converter to the geartrain components through the input shaft and forward clutch cylinder.

• By holding or driving certain members of the gearset, four forward ratios and one reverse ratio are obtained and transmitted to the output shaft. The ratios are as follows:

GEAR RATIO 1ST 2.71 to 1 2ND 1.54 to 1 3RD 1.00 to 1 4TH 0.71 to 1 REVERSE 2.18 to 1
Input Shaft
The input shaft is supported by two bushings in the stator support. End positioning of the input shaft is controlled by the splines in the converter turbine and the overdrive planet assembly.
Output Shaft
The output shaft is supported by two bushings in the case and by the slip-yoke and bushing in the extension housing. End positioning is controlled by the parking pawl gear and snap ring or shoulder and by the reverse ring gear hub and snap ring.
Overdrive System
The overdrive planetary system consists of the overdrive planet assembly, overdrive sun gear, overdrive ring gear, coast clutch cylinder, overdrive one-way clutch assembly and the center shaft, as shown in the following illustration. The overdrive planet assembly is splined to the input shaft. The overdrive sun gear is centered by a bushing on the input shaft and held in place laterally by needle bearings on the reactor support and the overdrive planet assembly. The overdrive sun gear is splined to the coast clutch cylinder, which in turn is splined to the overdrive one-way clutch inner race.
The outer race of the one-way clutch is splined to the overdrive ring gear, which is splined to the center shaft. The center shaft is centered by the forward planetary assembly and is laterally held by needle bearings on the center support and the overdrive planet assembly. The center shaft is splined into the forward clutch cylinder.
Two friction clutches are assembled in the overdrive planet assembly. The coast clutch is splined between the coast clutch cylinder and the overdrive ring gear. The coast clutch is activated to perform engine braking in MANUAL 1, MANUAL 2 and third gear with the transmission control switch engaged.
The overdrive clutch is splined between the case and the coast clutch cylinder. The overdrive clutch holds the coast clutch cylinder and, in turn, the overdrive sun gear, to permit the planet assembly to overdrive the ring gear.
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Forward Drive System
The forward drive system consists of the forward clutch cylinder, intermediate brake drum, intermediate one-way clutch, input shell, forward ring gear, forward ring gear hub, forward/reverse sun gear and the forward planetary carrier and forward planetary gears.
The forward clutch cylinder is splined on the center shaft. The forward ring gear is piloted on the forward ring gear hub. Thrust bearings on the forward planet assembly and forward clutch cylinder hold the forward ring gear hub in place.
The intermediate brake drum is radially supported by bushings on the center support and is laterally controlled by thrust washers on the forward clutch cylinder and center support. The intermediate brake drum has the inner race of the intermediate one-way clutch press-fitted on its pilot. The intermediate one-way clutch's outer race is splined to the intermediate friction clutch, which is splined to the case. The intermediate brake drum has lugs that are slotted into the input shell to form a mechanical connection. The input shell is splined into the forward/reverse sun gear. The forward/reverse sun gear is common to two planetary gearsets. The forward planet is splined to the output shaft and is laterally positioned by needle bearings on the sun gear and on the forward clutch cylinder, as shown in the following illustration.
Two friction clutch assemblies, the direct clutch and the forward clutch, are shown with the forward planetary assembly. The direct clutch assembly splines the forward clutch cylinder to the intermediate brake drum. The forward clutch assembly splines the forward clutch cylinder to the forward ring gear. The forward clutch is activated during all forward gears. While in third or fourth gear, both the direct and forward clutches are applied to hold the forward planetary assembly and enable it to act as a solid shaft.
In second gear, the intermediate clutch assembly holds the forward/reverse sun gears. It is applied, along with the intermediate one-way clutch, to hold the intermediate brake drum, input shell and forward/reverse sun gear. In higher gears, the one-way clutch overruns.
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Low and Reverse Drive System
The reverse planetary assembly consists of the reverse planetary carrier, reverse planet gears, the reverse ring gear, the reverse ring gear hub, the reverse clutch hub and the low-reverse one-way clutch assembly.
The reverse ring gear hub is splined to the output shaft and to the reverse ring gear. The reverse ring gear hub is laterally held by a needle bearing on the inner race of the low-reverse one-way clutch and a snap ring on the output shaft. The reverse planet assembly is splined to the low-reverse clutch hub. The low-reverse clutch hub is connected by the reverse clutch to the case. The inner race of the one-way clutch is bolted to the case.
The reverse clutch assembly is activated in REVERSE gear and in MANUAL 1. The reverse clutch bypasses the reverse one-way clutch during coast and MANUAL 1. The reverse clutch holds the reverse planet assembly in REVERSE gear to enable the sun gear to drive the reverse ring gear in the opposite direction.
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Apply Components
The following information describes the operation of the three 4R100 one-way clutches.
One-Way Clutch—Overdrive
The overdrive one-way clutch, shown in the following illustration, transmits engine torque from the overdrive sun gear to the overdrive ring gear in first, second and third gear range. The overdrive one-way clutch transmits power when the sprags are engaged between the inner and outer races. The inner race is splined to the coast clutch cylinder, which in turn is splined to the overdrive sun gear. The outer race is splined to the overdrive ring gear.
The overdrive one-way clutch engages whenever the overdrive planetary system attempts to drive the overdrive sun gear clockwise when the overdrive ring gear has a counterclockwise torque from the vehicle. When torqued counterclockwise, the overdrive one-way clutch engages and acts as a wedge to lock the sun gear and the ring gear together. During coast, the overdrive one-way clutch enables the ring gear to overrun or spin at a faster rate than the sun gear.
The overdrive one-way clutch overruns when in overdrive (fourth gear). In overdrive, the coast clutch cylinder is held by the overdrive one-way clutch, which in turn holds the overdrive sun gear. This causes the overdrive planet assembly to walk around the sun gear and overdrive the overdrive ring gear. The inner race of the overdrive one-way clutch is thus held stationary while the outer race is allowed to overrun clockwise.
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Check all your hydraulic connections for seepage . If you find nothing leaking, check where the rod goes into the master cylinder under the dashboard...If still nothing, I'd change the master cyl, as it is likely internally bypassing and permitting the clutch to release. PS it takesa a special "touch" to shift gears without using the clutch, if you cannot do that don't drive it Till you get it fixed...you will damage synchros and will need to have trans removed and rebuilt. $$$you don't want to spend!!!