Frequently Asked Questions

A repair means fixing a specific component — a solenoid, a sensor, something that failed without requiring us to pull the whole unit apart. A rebuild is different. We pull the transmission out, tear it down to an empty case, and build it back up like new. Every worn part gets replaced, every factory update gets included. When it goes back in, it's built to last — not patched together to get you out the door.

Generally about a week to two weeks. It depends on the vehicle and what we find once we're inside. If you need a more specific window, give us a call and we can give you a better idea once we've had a look.

It depends on what's wrong and what kind of car you have. We've done rebuilds that came in at $2,000 and others closer to $8,000. There's no honest way to give you a number without knowing what you're dealing with. What we can tell you is that our free diagnostic will give you a clear picture — and our quote will cover the full job, no surprises.

That depends on your situation, and we'll give you an honest answer either way.

Here's how we think about it: if your car has been maintained, runs well, and serves your needs — a rebuilt transmission puts you back on the road in the car you already know. The alternative is spending the same money on a car that might have its own problems you don't know about yet.

That said, if the rest of the car is telling a different story, we'll tell you that too. Make the decision based on what you actually need for transportation — not on what you think the car is worth on paper. We don't do pressure sales. If it's not worth fixing, we'll say so.

We stand behind everything we do. We tell you what we're going to do, we do it, and we back it up. Every customer gets invited back for a 10-day follow-up — a quick check to make sure everything is running clean, tight, and right after the work is done. No charge. Just making sure we did what we said we'd do.

For specific warranty terms, give us a call — coverage can vary depending on the job.

A free 15–20 minute inspection where we figure out what's actually going on with your transmission. In some cases we can give you a solid idea right over the phone — just describe what the car is doing and we'll tell you what we think. When it needs a closer look, come in and we'll get you an answer without charging you just to look at it.

If you decide to have us do the work, great. If you don't, that's okay too. We figure if we want your business, the least we can do is tell you what you're up against first.

Dealers usually have one option: replace your transmission with the same stock unit that failed. At Tim's AATCO Transmissions, you have more choices.

If a repair will handle it, we fix what's needed without a full rebuild. If a rebuild is required, we tear it down completely and install proven upgrades that often make your transmission stronger than it came from the factory. And in almost every case, we do it for thousands less than the dealer quote.

We've been doing this since 1989. We know these transmissions, and we'll tell you straight what yours actually needs.

The quote we give you is the quote you pay. We don't add to the job without calling you first.

The one exception: sometimes when we're already in there, we find something related that makes sense to address while everything is apart — a failing mount, a worn bracket, something that would cost more to fix as a separate job later. When that happens, we call you, explain what we found, and you decide. Nothing gets added without that conversation.

Often, yes. Dealers tend to have one answer: replace it. We start by finding out what's actually wrong.

In a lot of cases — especially with certain makes and models — what gets diagnosed as a full replacement is actually a repair. A solenoid, a valve body issue, something specific that doesn't require tearing the whole unit apart. We've repaired hundreds of transmissions that were told they needed to be replaced.

It's not always the case. Sometimes a rebuild or replacement really is the right call. But it's worth knowing before you commit to a dealer quote. Our diagnostic is free — come in and find out what you're actually dealing with.

A slipping clutch means it's not fully engaging — the engine is revving but the power isn't transferring the way it should. It usually means the clutch disc is worn and needs to be replaced. Catching it early is worth it. A slipping clutch that keeps getting used tends to wear faster and can take other components with it.

Give us a call — we'll tell you what you're likely dealing with and what it would take to fix it.

Most clutch replacements take one to two days depending on the vehicle. Some makes and models are more involved than others. Call us with your year, make, and model and we can give you a more specific timeframe.

We're typically more affordable than a dealer, and the work is done right — quality parts, proper installation. The exact cost depends on your vehicle. Give us a call and we'll give you an honest number once we know what we're working with.

It could be. The transfer case is what routes power to your front and rear axles when you shift into four-wheel drive. When it's not engaging right — or you're hearing a clunk when you switch between 2WD and 4WD — the transfer case is a likely place to start.

We work on transfer cases and differentials, not just transmissions. If something feels off, bring it in and we'll figure out what's going on.

We work on transmissions, clutches, transfer cases, and differentials — automatic, manual, foreign, and domestic. If your drivetrain has a problem, chances are we can help. Give us a call and we'll let you know.

Yes — and it's something we genuinely enjoy doing. When we build a transmission for a truck that tows, we use quality components designed to handle the extra heat and load that towing puts on a transmission. We don't triple the markup on performance parts like a lot of shops. We price it fairly because the goal is a truck that holds up — and a customer who doesn't come back with the same problem.

Towing puts real stress on a transmission — more heat, heavier load, harder shifts. If you're towing regularly and haven't had your transmission looked at recently, it's worth knowing where things stand. Catching a problem early on a tow vehicle is a lot less expensive than dealing with it on the side of the road.

If you've been towing heavy and something feels different — a slip, a shudder, anything that wasn't there before — give us a call. We can often help you figure out what you're dealing with right over the phone.

A heavy duty build means we use upgraded components — stronger clutch packs, better internals — designed to handle more load and heat than a stock transmission. The result is a transmission built for how you actually use your truck, not just how the factory assumed you would.

Whether you need one depends on what you're doing. If you're towing heavy, running a lot of horsepower, or you've already had transmission problems under load — it's worth considering. If you're doing normal daily driving, a standard quality rebuild will serve you well.

We'll tell you honestly which one makes sense for your situation.

Yes. We rebuild 10-speed transmissions, and we do it for thousands of dollars less than a dealer replacement — with quality that we believe is at least as good, and often better.

The 10-speed has known issues. When we rebuild one, we do the updates that address the root cause — so you're not dealing with the same problem again down the road. If you've got a dealer quote, it's worth a second look before you commit.

It may be true — but it's not necessarily true. We've repaired hundreds of Subaru CVTs that were told they needed a full replacement. In more cases than not, we're repairing them, not replacing them.

There are things that can go wrong with a Subaru CVT that don't require a rebuild — and there are things that do. We check them out for free. Come in and find out what yours actually needs before you spend the money on a dealer's answer.

It's real, and we do it regularly. A faulty lockup solenoid is a common issue on Subaru CVTs — and it's something a lot of shops miss or don't bother with because the rebuild is a bigger ticket.

We charge $1,200 to replace the lockup solenoid, and we fix a lot of them that way. There's also a second solenoid nearby that tends to fail — sometimes we'll recommend replacing it at the same time since we're already there, but we leave that decision up to you.

Not every Subaru CVT is going to be a $1,200 fix. Some do need more. But it's absolutely worth finding out before you spend $8,000 on a new transmission. Our diagnostic is free.