★★★★★ 5.0 from 177 reviews · North Fort Worth
$2,500 to $8,000 for most vehicles. The unit in your vehicle decides where you land.
Below are the ranges we actually quote after teardown, model by model, plus the four things that move the number and how a rebuild compares to a replacement. No sight-unseen prices.
1925 Golden Heights Rd, Suite 108. North Fort Worth, just off I-35W near the Alliance corridor.
Real ranges, not averages
These are the numbers we quote after teardown. Where a range is wide it is because the same transmission can need anything from a valve body and clutch pack refresh to new hard parts.
| Transmission | Typical vehicles | Rebuild cost |
|---|---|---|
| 6T75 | Traverse, Acadia, Enclave, Impala, XTS | $2,500 – $4,000 |
| CVT | Nissan Altima, Rogue, Sentra; Honda Civic, CR-V | $2,500 – $4,500 |
| 845RE | Ram 1500, Charger, 300, Durango (3.6L V6) | $3,000 – $5,000 |
| 8L90 | Silverado, Sierra, Tahoe, Escalade, Camaro SS | $3,000 – $5,500 |
| 10L80 | 2019+ Silverado and Sierra, 2021+ Tahoe and Yukon | $3,500 – $6,000 |
| 4L80E | 3/4 and 1-ton GM trucks, vans, restomods | $3,500 – $6,500 |
| 6R80 / 10R80 | F-150, Expedition, Mustang | $3,500 – $6,500 |
| ZF 6HP / 8HP / 9HP | BMW, Range Rover, Jaguar, Audi, Maserati | $3,500 – $7,000 |
| 6L80 / 6L90 | Silverado, Tahoe, Sierra, Escalade, Corvette | $3,500 – $8,000 |
| 68RFE / 10R140 diesel | Ram 2500 and 3500 Cummins, Ford Super Duty | $4,000 – $8,000+ |
| Performance builds | Towing, street, sled pull and drag | $4,000 – $15,000 |
Caught early, a European ZF mechatronic repair on its own runs $1,500 to $3,000 — a useful illustration of why diagnosing sooner costs less than waiting.
Why quotes vary so much
Almost all of the difference between one rebuild and the next comes down to these.
This matters more than anything else. A 6T75 with a cracked wave plate caught early is a clutch pack and a plate. The same unit driven another month has filed the drum splines, sent steel through the pump, contaminated the valve body and killed the converter — four to five times the parts. The cheapest day to fix a slipping transmission is today.
A light-duty front-wheel-drive transaxle uses cheaper parts and less labour than a heavy-duty diesel unit. Eight and ten-speeds carry more clutch packs and more solenoids. European ZF units need proprietary LifeGuard fluid, a temperature-controlled fill and a mechatronic assembly that is not individually serviceable. CVTs need belt and pulley tooling most shops do not own.
A stock-spec rebuild returns the unit to factory condition, including the factory weak points. An upgraded build engineers them out: a billet apply piston instead of the casting that cracks, a stress-relieved wave plate, a reinforced drum, a converter with better friction material. That costs more up front and is why our rebuilds carry three years.
Two line items separate a real rebuild from a cheap one. Reusing a contaminated torque converter and skipping the cooler circuit flush saves a shop a few hundred dollars and puts metal debris straight back into the fresh build. It is the most common reason a rebuilt transmission fails within months.
Compare your options
Four routes out of the same problem, with what each one really gets you.
Your original unit, stripped and reassembled with upgraded parts where the factory design fails. Known weak points corrected rather than reset.
$2,500 – $8,000 · usually the best value
A factory-line unit built to original specification. Faster to fit, and the right call when a case is cracked — but it ships with the same parts that failed the first time.
$3,500 – $9,000 · 3 year warranty with us
Unknown history, unknown mileage, typically 30 to 90 days of cover. Cheapest today and, more often than not, the most expensive over three years.
$800 – $2,500 · highest risk
A remanufactured unit at dealer labour rates, restored to the original design including its original flaws. Convenient, rarely the best value.
$5,000 – $12,000 · most expensive
Bring us the quote. We will tell you what it does and does not include, and whether the number is fair — even if the answer is that you should stay where you are.
No surprises
Any shop that gives you a firm rebuild price without seeing inside the unit is either guessing or planning to revise it later. Here is what actually happens.
Codes, pressures and a road test where the vehicle is drivable. Some faults are electrical and never need the transmission opened at all.
The unit comes out and comes apart. Every component is measured against factory and upgraded specification, so we know what failed and what it took with it.
You get the number in writing, line by line, at no charge — before any work begins. If a rebuild is the wrong call for your vehicle, we tell you that instead.
Built with upgraded parts, then verified on the bench for shift quality and pressures before it goes back in. Problems get found in our shop, not your driveway.
Ask any shop to put these in writing before you agree to the work. If they will not, that tells you something.
Three to five business days for most vehicles, including dyno testing before reinstallation. Heavy-duty diesel units and European transmissions that need parts ordered can run closer to a week. We give a realistic timeline up front rather than an optimistic one.
Free towing brings the vehicle in from anywhere in the DFW metroplex, and free transportation keeps you moving while it is with us — so a rebuild does not cost you a week of your life on top of the repair.
Two identical trucks with the same complaint can be thousands apart depending on whether the failure was caught early. A number given sight unseen is a number that changes later. We would rather tell you that up front than surprise you halfway through.
Straight answers
For a vehicle in otherwise sound condition, yes. Replacing a full-size truck or SUV in today’s market is a $50,000 to $90,000 decision, while a rebuild is $2,500 to $8,000 and corrects the factory weak points. A properly rebuilt transmission with upgraded components routinely outlasts the original.
A properly rebuilt transmission with upgraded components can last as long as or longer than the original — commonly well over 100,000 miles with normal maintenance and fluid changes on schedule.
Usually. A rebuild reuses your case and salvageable hard parts, so you pay for what actually failed plus labour, while a remanufactured or dealer replacement charges for a complete unit. The exception is a cracked case or destroyed hard parts, where replacement becomes the better value — and we will say so.
Because the work is not the same. A low quote often means a reused torque converter, no cooler circuit flush, factory-identical parts rather than upgraded ones, no dyno testing, and a twelve-month warranty. Compare the itemised scope, not the total.
Every rebuild we do carries a 3-year warranty. Warranty length is one of the clearest signals of what a shop actually put inside the unit.
Yes. We offer financing on all build levels, because a repair of this size rarely arrives at a convenient moment. Ask us when you call and we will walk you through the options.
The cost goes up, often sharply. Broken internal components circulate as debris and damage the pump, valve body, solenoids and torque converter. A repair caught early can be a fraction of the same failure two months later. If it will not make the drive, do not drive it — we tow it in free from anywhere in DFW.
Yes — free towing anywhere in the Dallas–Fort Worth metroplex, so a failed transmission never leaves you stranded or paying for a tow on top of the repair.
Tell us the year, make and model and what it is doing. Free written estimate, free towing anywhere in DFW, financing available, and a 3-year warranty on every rebuild.
