6L80-E Transmission – No Forward – No Trouble Codes – Transmission Repair.
GM 6L80 E Transmission – No Forward – No Trouble Codes – Transmission Repair
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I mention superior by mistake…I use TransGo Pr valve…
So Chrysler or ford check balls? And this stirs up a lot of questions for
me, do you think the 6l90’s check balls will wear away like this one did?
Or they are more heavy duty since it’s a bit of a larger tranny? Would it
be a good idea to use the 6l90’s check balls as an update? I’m sorry if I
may sound like a rookie but I have never had my hands on a 6l80 or 90, I’ve
only talked to techs who have worked on them and to be honest is think how
they are set up is really really cool,
Excellent work brother!
OK, It was moving but the pressure spike from the on/off pump surge moved
the checkball which finally lodged into the spacer plate.
I was looking for those type of hydraulic schematics?
Chrysler checkball? Part Number?
It seems that a lot of the diagnostic work just begins when the
transmission is on the table. A lot can be done with a scanner but a lot,
I’m beginning to think, can only be done by visual inspection.
Thanks much Hiram.
6L80-E Transmission that would quit moving forward. What I found and vague
explanation from the mind of a Transmission Technician. Was Trying to read
the schematics through the camera screen. But here it is anyway…
Straight to the point. Enjoy.
Do you think the transmission can be reconfigured to only rely on the tps
to determine when to turn off solenoid one rather than wheel movement? I
mean, what if the owner of the truck puts rims on the car or larger tires?
Some dodges had a problems with kick downs because of wheel sizes and wheel
speed sensors and stuff,
THANKS HIRAM
Great video Hiram. Very valuable knowledge. Have you ever had to replace
the separator plate due to the check balls? Also, does the pressure
increase spikes help cause this problem and have you every seen pump damage
because of it? Does the 6L90 have the same issues?
Thanks,
Tony
Awesome video!!! I’d love to see more videos like this one, using hydraulic
oil schematics to aid in diagnosis. Also, I’d like to see an in depth
tutorial on reading and interpreting hydraulic oil schematics, as well as
how to use those schematics to identify what kind of fluid flows through
which worm tracks on the case and valve body, that being line pressure,
converter charge, EPC pressure, things of that nature and which holes on
the spacer plate flow which fluid.
I think you told me once before you were working on something like this
with a Ford and a Nissan core that you bought for this purpose. If the Ford
core you have happens to be a 4R75W/E then there’s something you may
possibly wanna know about it that could possibly trip up a video made on
it, depending on what year the core is. If the core is 2001 or newer, the
EPC circuit portion of the hydraulic schematics is NO LONGER accurate. Ford
made numerous changes to the valve body in 2001, a couple of those being
the EPC circuit is no longer connected to the 2-3 backout valve. The Shift
Solenoid 2 hydraulic circuit is now connected to the 2-3 backout valve.
Also, the Overdrive Servo Regulator Valve Boost Valve and Sleeve are now
connected to the EPC circuit. As far as I know, Ford HAS NOT made updated
hydraulic schematics to accommodate these and other hydraulic changes not
mentioned here. If the core is 2000 or older, then everything should be
fine.
Sorry for the long post and have a good Memorial Day Hiram.
so much trouble because of one little plastic ball! why can’t they use
metal ones?
Thanks Hiram for sharing this video. Useful and interesting information.
I have been using the “Torlon”(darker) check balls, as some call them, on
some of the transmissions normally equipped with steel check balls to help
with separator plate wear. They have been working well.
Hiram, I have a question about the 4T65e trans. Performing an air check at
20 PSI, the 2nd clutch pack activated only on the first try. Every other
attempt it has failed and presented a cross bleed into the lube feed
channel. I placed some more trans gel on the two split rings on the driven
sprocket support and re-tested with success. There seems to be a slight
leak at the split seals. Is this normal or to be expected or do I have a
problem needing further investigation. All seals are new BTW. Thanks for
uploading another great vid!!
احمد محمد
قبل 14 ساعة
Thanks hiram
Thanks! great job with all your videos been out of the business for a few
years with health issues videos are big help catching up!
Can you access the check balls by removing the valve body? I will install
chrysler check balls as preventative maintenance if its possible. Thanks
for the awesome videos!
The weld on the 3/5/R-1/2/3/4 drum cracks on these units also around 100k
miles. I’ve seen it on the MYC and MYD (6L80, 6L90) units. It most of the
time it gives a delayed reverse engagement or no reverse hot. I’ve also
seen late and slippery 1-2 shifts from this. That drum is available loaded
w/ pistons and fibers and steels from GM on the MYC (6L80) units but is
only available bare for the MYC (6L90).
Hello Hiram, I recently found your channel and its impressive all the
information and knowledge that you provide, I really appreciate it. I got a
question, my 1998 sonoma 4 cylinder is not shifting from 3rd to 4th, I plan
on rebuilding one, do you know if any 4l60e will work or does it have to be
another 4 cylinder? Thanks
Excellent thanks hiram
The 2nd piston on the 4T65 will have some blow by on the rings and air will
come up through the center of the piston around the bushing area. Normal.
stack up the clutch pack in the drum and install snap ring. Crank air up to
40psi and retest. I’ve never had much success air checking at 20psi. you
can stack the 2nd drum on the input housing and into the driven sprocket
support and air check the 4th piston, the 2nd piston, and the input and 3rd
pistons all through the driven sprocket support.
Gracias x compartir la information del problema de la transmission 6L80 E
muy buena la information. ..saludos.