I would say you're definitely on to something

That may explain the two failures after you built the trans - but how about the first failure after someone else built it? As a matter of habit you should always move the bands sideways back and forth after adjusting it to make sure there is no binding and that the struts and links (if equipped) are in place. While not your problem I have seen a fair amount of guys not get the parts in place only to have them break or fall out after put in operation.

Read my first reply (reply #7) to this thread complete with a link to proper adjustments.

Took the Vb apart to clean. Only thing strange to my untrained eye were the missing transfer plate checkballs #7 & #9. Are these typically removed when doing a full manual? I think #7 controls how harshly the rear band is engaged and could explain why it failed in the first place.

Hopefully it was not having the rear band adjusted to 3 turns out. We shall see in how long it lasts. I would not have known about the 3 turns out if not for the internet and you guys, as numerous books list 2 turns out for the low/reverse band for the 47RH/RE

Hmm guess the 3 turns out was not it. Just lost reverse yet again. 3 days after rebuild and did not even have time to check line pressures. Quickest yet, what a pain. Maybe it was the missing #7 check ball. Looks like its transmission swap time.

ouch.... probs like that suck in a huge way.

Yes, yes they suck a lot. Right now I have all transmission, and transfercase parts listed locally. If they sell quickly I will be doing some kind of conversion.

If they don't, I don't know then. I have no faith in this reverse. Maybe get rid of the low band and do an electric reverse mounted on the axle? (my rear has inputs and output drive flanges)

I would get another valve body. However can't you get the instructions from TransGo and go through it making sure everything is correct?

I built transmissions at a Dodge dealer for over 3 decades and never used the factory band adjustment procedure. I would seat the band making sure everything is straight then back off the adjustment screw until I had about 3/8" clearance between the rod and lever with the lever pried down with a screw driver. The old trans guy at the dealership taught me that and I've never had a problem with it.

Not sure what you're referring to as the #7 check ball but, if it's the one in the transfer plate that feeds the rear servo, removing it is hard on the servo and band components. Without the control orifice 300 psi slams the servo in Reverse

Yup, that is the one. I really really really reallyyyyyyyyyyyyyy do not want to rebuild this again.

Well, either way I have to get the transmission out to take a gander. I guess this is what I get for buttoning it up just to get it back in the truck after seeing the missing check ball. This is also what happens when an amateur like myself tries to fix a professional's error.

John_Kunkel , have you seen that check ball be left out before with similar results? I bet you are right on the check ball causing this.

The other check ball for the forward gears was gone as well from the transferplate. That band must have loved being slamemed each time R was engaged and then again 1st low, slam slam, stuck, burn burn burn.

A couple of things...

First I think the trans shop's initial rebuild was jacked as they left the check balls out.

Second, I increased line pressure a turn or two on MY first rebuild of this transmission.

Third, I did flush the air-air cooler, water cooler, and the best I could with the TCC. After this the TCC/OD would have intermittent problems most likely due to trapped metallic particles that could not be flushed out.

Last, the cycle repeated each rebuild and got worse.

That rear band burning and scraping away sent the thickest metallic grey goo through the transmission each failure. So after adding up the costs to be sure this would the last rebuild for at least a few months I think I am done with autos, and this truck for a while.

Let this failure be a lesson for future readers to not take chances if you don't have the funds to do so.

You need to start listening to JK

From my experience, removing the check ball results in broken pieces i.e. band, anchor links, servo piston etc. even a case split at the band lever pin.

IMHO, the two check balls in the later transfer plate (rear clutch and rear servo) are the best change Ma Mopar ever made to the TF; removing them makes no logical sense yet the major kit makers have you remove them.