Sicken gm automatic transmission

[deafsmogtech]

Automatic transmission SHOULDN'T come with tiny transmission cooler or without.

Everytime I buy vehicles I put aftermarket transmission cooler BIGGER than factory.

Like you remember Ford Explorer in 1992-1994 that was worst transmissions trouble?

I bought 94 Explorer and knew it was bad but when you drive in cities and stop check transmission cooler radiator. It BURN my finger when touch for 5 sec. That way HOT for my prefer. I replaced that factory cooler with 3 times LARGE cooler now it warm or cool to touch after hard drive in cities with tools/stuff in back that weight closely to 500-800 lb.

My Chevy Astro doesn't have an auxiliary cooler. I plan to put a new cooler with flared fittings instead of nippled fittings where I can fab metal tube and flare the ends, and bend to fit later. I don't think I really need a big cooler, just get right cooler base on the vehicle weight/towing.

My wife's 2000 Ford Explorer w/a 5.0L V8, have a factory external cooler.

I remember I R&R auto tranny in an older Nissan Pathfinder (Sublet tranny shop for overhaul same trans), tranny rebuilder advised to use external cooler, no lines to the radiator use, we ordered aftermarket external cooler kit, no hard job. He (tranny rebuilder) says the cooler in the radiator, may have restricted oil passages where the debris (likely clutch frictions that used in torque converter) clogged inside the oil passages.

 

[deafsmogtech]

Blame to bad engineer. Right?

could be. I remember I exchanged a torque converter along with major tranny overhaul kit and updated hard parts such as plantery, sunshell or clutch drums for a THM 440T4 (GM FWD vehicle) to overhaul my friend's 91 Oldsmobile Supreme Cutlass. After the tranny installed, I refill ATF then my hearie mechanic who just passed me to pick his tools,then he came to me and listen to the engine running, said he think the noise come from the bellhousing, I like says you tease me. He said no, I heard the noises as he pointed at the area of the bellhousing. I told him it must be air traps inside the torque converter and take few minutes to bleed air out of the t/c. Guess what? Shake engine bad not like before. I lifted the car up and loose t/c nuts and separated the t/c from flexplate (push the t/c back and against the front pump housing), then lower the car and start the engine, the vibrate and noise gone. I knew it was a defective torque converter, Very upset and angry.
Next early morning I raced to drop the fucked tranny down and pull a torque converter (where I discover the debris in oil pan, never seen it before but I want to see the torque converter according to my mechanic).I brought it over the tranny parts supply and drop it on the floor as the counterman saw me in a bad mood. I told him, Fucked up and debris clogged the radiator. Got credit for my future shopping the parts but never buy t/c from them again. The new clutch friction inside the t/c, were poor bonded and shredded off. Bad experience.

 

[deafsmogtech]

did you check to see if the servo is the upgraded one? its a 40 part for a vette to prevent slippage and no hard 1-2 shift on those 4l60E's.

No, OEM servo cover, possible 2nd piston upgrades inside the bore. I am not sure however they rebuilt the transmissions to following the GM TSBs and match the vehicle's transmission calibration such as gear ratio,engine size etc..

I did moddied the 2nd piston, 1-2 accumulator and valve body in same tranny, real scare of brutal 1-2 upshifting that one I miss something in the valve body but I was not bother with harsh 1-2 upshift some slide 1-2 shifting point but 2-3, 3-4 upshift good firm shifting.

With a reman tranny with me now, I believe it will be soft or sweet upshift.

 

[deafsmogtech]

Wirelessly posted (sent from a smartphone. )



What's wrong with cvt from a mechanic's point of view?

I don't know anything about the CVT. Unless you folks pay me to attend the medical conference room to see the CVT on the surgery table.

 

[deafsmogtech]

Actually that is not correct. In automatic transmission the only thing that disconnect engine energy is putting it in park or neutral. The clutches engage and disengages in order to shift gears while driving.

You know that the Low/Reverse clutch in 4L60E (like my van's tranny) still applied in park position. In neutral position, Lo/Rev clutch disengaged. I cant remember of other transmission have the functions like you mentioned.

 

[deafsmogtech]

I've rebuilt them for a company that rebuilds them so I do understand. I suggest you read my post again cause I did say that they do shift gears. Torque converters are not clutches however some of them do have lockup clutches built into them to improve MPG.

Torque converters is what allows automatics to shift gears without having to "disengage" engine energy. Gears shifts are done by releasing clutches and engaging clutches built into transmission so that shifting can be done. On top of that, in the older transmission that has 3 gears, all the clutches are released. By releasing all clutches in transmission, all gears rotate together as one piece. I'm not sure how they are done with higher gears in modern transmissions.

Right, only the governor or vehicle speed sensor will tell the automatic transmission to shifting while the clutch drums or band(s) will engage/disengage
Any transmission with TCC (Torque Converter Control) system always have clutches in torque converters.
The modern transmissions are same function as old transmission cuz they use electronic shifting solenoids that the computer command the shifting base on feedback from VSS (Vehicle Speed Sensor), TPS,CTS, Input/Output shaft sensors and reduce hydraulic feed channels in valve body (means few spool valves in the valve body)

The clutch in Lock-up torque converter (TCC) will disengage when WOT engine like downshift and brake on. The TCC operation will not use when the engine is cold, sometime thermostat open stuck and stays cold that may cause no lock-up and fool mechanic for mistake replace TCC solenoid.
If the TCC solenoid stuck on, mean the clutch in t/c is engaged, then the engine will stall when stop at the light or sign.

 

[The Highlander]

could be. I remember I exchanged a torque converter along with major tranny overhaul kit and updated hard parts such as plantery, sunshell or clutch drums for a THM 440T4 (GM FWD vehicle) to overhaul my friend's 91 Oldsmobile Supreme Cutlass. After the tranny installed, I refill ATF then my hearie mechanic who just passed me to pick his tools,then he came to me and listen to the engine running, said he think the noise come from the bellhousing, I like says you tease me. He said no, I heard the noises as he pointed at the area of the bellhousing. I told him it must be air traps inside the torque converter and take few minutes to bleed air out of the t/c. Guess what? Shake engine bad not like before. I lifted the car up and loose t/c nuts and separated the t/c from flexplate (push the t/c back and against the front pump housing), then lower the car and start the engine, the vibrate and noise gone. I knew it was a defective torque converter, Very upset and angry.
Next early morning I raced to drop the fucked tranny down and pull a torque converter (where I discover the debris in oil pan, never seen it before but I want to see the torque converter according to my mechanic).I brought it over the tranny parts supply and drop it on the floor as the counterman saw me in a bad mood. I told him, Fucked up and debris clogged the radiator. Got credit for my future shopping the parts but never buy t/c from them again. The new clutch friction inside the t/c, were poor bonded and shredded off. Bad experience.

Wow, That's sucks. For big diesel engine as semi-truck that i never see it before. There is over 10 of bolts/nuts between turbine housing and pump hosing (I forget what it's called) that allow to rebuilt.

For smell T/C they use welding and almost hard to rebuilt without right welding tool.

 

[The Highlander]

I don't know anything about the CVT. Unless you folks pay me to attend the medical conference room to see the CVT on the surgery table.

No worry, I don't learned anything about CVT from lab too. Just explained bad thing about CVT from class and that's it.

 

[deafsmogtech]

Wow, That's sucks. For big diesel engine as semi-truck that i never see it before. There is over 10 of bolts/nuts between turbine housing and pump hosing (I forget what it's called) that allow to rebuilt.

For smell T/C they use welding and almost hard to rebuilt without right welding tool.

I am not familiar with the big tranny. I used to drop the T/Cs in the tranny shop where a deafie worked on the torque converters, he showed me the big lathe machine to cut the welded bead on the T/C to separate the impeller/turbine sides. He guided me to tour his dept to see how the T/C rebuilt process, told me that Ford dealership on cross the street,use to bring their own T/Cs over his dept for rebuilt. His dept's next door is tranny rebuilders. Now he lost his job in years ago (I've not seen him) and the T/C rebuilt dept was shut down (perhaps best T/C rebuilder in the town).

 

[The Highlander]

I am not familiar with the big tranny. I used to drop the T/Cs in the tranny shop where a deafie worked on the torque converters, he showed me the big lathe machine to cut the welded bead on the T/C to separate the impeller/turbine sides. He guided me to tour his dept to see how the T/C rebuilt process, told me that Ford dealership on cross the street,use to bring their own T/Cs over his dept for rebuilt. His dept's next door is tranny rebuilders. Now he lost his job in years ago (I've not seen him) and the T/C rebuilt dept was shut down (perhaps best T/C rebuilder in the town).

I will take a picture when I see semi-truck T/C again and will post a picture here soon or later.


Not many shop even my dealership dont have lathe machine because it's damn expensive for T/Cs only so not worth it to rebuilt. Just replace a new T/C to save time.

 

[deafsmogtech]

I will take a picture when I see semi-truck T/C again and will post a picture here soon or later.


Not many shop even my dealership dont have lathe machine because it's damn expensive for T/Cs only so not worth it to rebuilt. Just replace a new T/C to save time.

If I addict to the tranny rebuilding again for my own personal vehicles then I would order TCI or B&M or HUGHES torque converters thru Summit Racing Equipment. I don't trust any cheap torque converter rebuilding shops.

 

[radioman]

No, OEM servo cover, possible 2nd piston upgrades inside the bore. I am not sure however they rebuilt the transmissions to following the GM TSBs and match the vehicle's transmission calibration such as gear ratio,engine size etc..

I did moddied the 2nd piston, 1-2 accumulator and valve body in same tranny, real scare of brutal 1-2 upshifting that one I miss something in the valve body but I was not bother with harsh 1-2 upshift some slide 1-2 shifting point but 2-3, 3-4 upshift good firm shifting.

With a reman tranny with me now, I believe it will be soft or sweet upshift.

awesome!!!!

 

[deafsmogtech]

I checked my transmission pressure gauge (connected to the tranny's line pressure port) this early morning for record the pressure readings on the core tag. First thing, I doesn't need to recording the description of the transmission failure or problems on the core tag but I have to. Here is the hydraulic pressure tests on a 4L60-E tranny. The pressure specific:

55 - 189 PSI for Gear Range: Drive, Park or Neutral
64 - 324 PSI for Gear Range: Reverse

With idling cold engine, I observed the reading, was 80 PSI in P - R - N position, when shift from N to D position (4th gear), the pressure dropped to 14 PSI then slow climb up to 45 PSI, same 45 PSI in 3rd gear, 60 PSI in 2nd gear and 45 PSI in 1st gear. I took it for road test to warming up, the pressure were rising to about 180PSI during the accelerate.

After road test, I returned to the shop, saw the needle drop to near zero PSI when braking, the pressure return to 15PSI, The van won't move in D or Reverse. The pressure will rise from 15 PSI over 30PSI while light accelerate.
Look no good, the problem area is oil pump. I dont know what exact for low pressure caused cuz of no hydrauiic schematic in my book and repair infro.

 

[deafsmogtech]

At the end of the shop day, I pulled my van onto the service bay and closed the garage door (leave 3 feet opening for venting). I took a sicken tranny out of a van in about 45 minutes, lower the van on the floor, secured a tranny on the hoist jack. I was exhausting and worn out my body.

Tomorrow I will get a case of ATF DEXRON IV synthetic and 2 bottles of denatured alcohol then go to the shop to finish the tranny job. Dst

 

[Milwaukee]

Time to rebuilt. This is exact what happened to my friend's 01 E250 only 100K miles on #3 rebuilt transmissions. He don't treat nice. Rev crap out it.

Overload badly with carpets that weight 4000 for 3-4 long carpets.

Oh by way he had tiny trans cooler which I dislike. It should be biggest one. No wonder he on #3 transmissions now.



If I were you I would put biggest tran cooler. It will keep last longer.

 

[deafsmogtech]

Bad Day

This morning, I went to O'Reilly to bought 9 qts of Valvoline DEXRON VI ATF full synthetic (last one left on the shelf). I asked the counterman for a case of DEX VI ATF full synthetic, he said out of stock. I decided not to buy denature alcohol
( use to flushing oil cooler) I feel negative about this alcohol that may harm to the oil cooler, I stay with ATF to flushing the oil cooler.
Back to my work, I filled 1/2 qt of ATF into a flush canister to flushing the oil cooler about 4 times, check sign of debris on white shop towel (white paper fold and wrap the end of drain hose that attached to end of the line), no dirty and looks clean. I check the ATF in a reman tranny (came with it from factory)
I feel they put plain DEXRON III, was not sure of it. I took my fluid evacuator to suck the ATF out of the tranny before installation. I connect the shop air hose to my fluid evacuator, put the suction tube into the dipstick hole to evacuate the ATF out of the tranny, Suddenly I saw my 4 years old fluid evacuator was burst out and spew ATF on the floor and my tool cart not at my body. Oh my gosh, whoa whoa. I understand the plastic cylinder was harden by chemical fluids, have seen the shrink plastic cylinder before but I neglect it. I saw the cylinder body was about to be collapse where the vacuum inside was very deep then boom. That is it. Damn. I cleaned up the messy floor. One problem is I found out the rubber boot for dipstick tube was not come with a reman tranny. Damn. But I process to install a tranny in a van in about 35 minutes. I will get rubber boot and oil pan gasket tomorrow.
Bad Sunday day. I try to post some pics later

 

[deafsmogtech]

Fluid evacuator collapsed

4 years old Fluid Evacuator. I hard use it for sucking fluids out of the reservoirs like coolant tank or power steering, brakes, can be bleeding brakes, recover overfilled ATF or flooded fluid or water. I will get a new one from the parts distributor soon.

 

[deafsmogtech]

oh, pics are too small. I have no idea how to resize these pics. Dst

 

[tigersharkdude]

Wirelessly posted (sent from a smartphone. )



What's wrong with cvt from a mechanic's point of view?

CVT's are junk. Plain and simple, Ive never heard a mechanic praise a CVT and I know many, many mechanics (a number of my friends are mechanics). Have you ever drove a CVT? Has to be the most boring thing ever. They dont hold power good either.

 

[sequoias]

Wirelessly posted (sent from a smartphone. )

Wirelessly posted (sent from a smartphone. )



What's wrong with cvt from a mechanic's point of view?

CVT's are junk. Plain and simple, Ive never heard a mechanic praise a CVT and I know many, many mechanics (a number of my friends are mechanics). Have you ever drove a CVT? Has to be the most boring thing ever. They dont hold power good either.

I am talking about the reliabity and servicing them. Mechanics just don't like them because its modern. Lol.