Actually, I am not sure which transmission it is. I think the heaviest I ever put behind a 5. Each code will be repeated 3 times. You must have the belt on to do this. Actually, I am not sure which transmission it is. At times I really have to shove the gear shift into 1st gear when stopped.
Recheck the fluid level, making sure it is between the highest and lowest marks on the dipstick. Now just look to the left of it and you will see the camshaft sensor just tucked under the intake alittle bit and it will have an electricl wire pluged into it also. Could someone elaborate on this a bit more so that I can check it out tomorrow? The 4L80E transmission first went into production in the 1991 model year and was eventually passed out after a 15 year production run in 2006. Yeah, after doing some research and finding some people with similar problems, I am leaning towards it being the governor. Any Ideas if they could effect my tranny? You could try turning the adjusting screw inside the vachumm hose and if that does not work pull the oil pand and lube all the shift solinoids they may have rusted fron condensation. If you just barely apply the brake, the torque converter will temporarily unlock.
After repairs are made, trouble codes should be erased from computer memory. No grinding noise, just extremely hard to put into gear. My check engine light will come on periodically and the only codes are for a lean fuel mixture. I do believe the you could have an older body style C10, being a 1988. If this is the case, you are bound to find a lot of debris in the transmission pan.
It could also just be simply stuck in its bore. If that doesn't work then I guess its time to have it rebuilt. In the rare event that you need to contact the company that re-manufactures transmissions, they are just a quick. I highly recommend doing so with a over one that was simply rebuilt. I just got done installing the new rear end and went for a test drive. Have been playing with this transmission for the past three years trying to figure out why the system is so erratic.
This can be caused by excessive vibration or by a voltage surge. It is helpful to learn how to troubleshoot this automatic overdrive transmission before you take the car to a mechanic to be assessed, so that you know what issues you will need to address with the mechanic. Half shafts connect the front wheels to the transmission and have to fit into a pair of very tight spaces. If you get a low reading you can assume that the wire has developed a short and the solenoid should be replaced. A re-manufactured transmission comes with a ; three years compared to an average 90 days for a rebuilt transmission. We never really touched the transmission, so I am curious as to what could be wrong.
When you apply the brake it sees that as a sign that you will be stopping. In fact, this transmission uses a total of eight solenoids. If you are unable to diagnose the problem, you will need to have it looked at by a certified automotive repair technician. Let me know what you think. Troubleshooting the transmission in your Chevy Silverado may seem like a daunting task to someone who has never done it before, but there a several common things you can check for before you need to take the vehicle to a mechanic. The transmission has been rebuilt and I recently replaced the governor to see if that was the cause.
There are several reasons as to why a transmission would grind and not shift into gear. If it shifts into 3rd or 4th it will stay there until I stop or slow down then it will stay in 2nd. It's … an additive that I always use when servicing a transmission. Troubleshooting the transmission in your Chevy Silverado may seem like a daunting task to someone who has never done it before, but there a several common things you can check for before you need to take the vehicle to a mechanic. The first to second gear shift is late and harsh.
They are located on the outside of the transmission case, on the front, straight below where the distributor is. The frequency signal duty cycle is measured with a dwell meter or lab scope. I thought I would try that first before a tranny rebuild. I basically used it only on the highway. They will be both commanded off in second gear even when the tranny is operating normally.
If you get no reading you can assume that the wire is broken and the solenoid needs to be replaced. When the duty cycle is 40%, line pressure is at minimum, and force motor draws 1. The process uses tools you can find at any local auto shop and can be performed in the comfort of your own driveway with about 30 minutes of your free time. The problem could be cumulative therefore the problem could be 1 or a number of issues compounding the problem. As this wear occurs you will notice it being harder to shift into certain gears or even your transmission popping out of gear on it's own.
It will vary as you move it. Those things weren't great from the factory with no load. Or It has broken gears, which would have to be real bad to keep it out of all gears. To save the life of your tranny try to let the tranny do the work by itself and don't shift unless in adverse weather conditions. To save the life of your tranny try to let the tranny do the work by itself and don't shift unless in adverse weather conditions.