Fastener Tightening Specifications
| Application | Specification | |
|---|---|---|
| Metric | English | |
| Accumulator Housing to Valve Body | 11 N.m | 97 lb in |
| Case Center Support | 43 N.m | 32 lb ft |
| Control Valve Assembly to Case | 11 N.m | 97 lb in |
| Cooler Pipe Connector Nut at Case and Radiator | 38 N.m | 28 lb ft |
| Engine Rear Mount to Transmission Bolt | 44 N.m | 32 lb ft |
| Engine Rear Support Bracket to Frame Nut | 44 N.m | 32 lb ft |
| Extension Housing to Case | 34 N.m | 25 lb ft |
| Flywheel Housing Cover to Transmission | 7 N.m | 62 lb in |
| Flywheel to Converter | 43 N.m | 32 lb ft |
| Fourth Clutch Housing | 23 N.m | 17 lb ft |
| Heat Shield to Transmission Bolts | 17 N.m | 13 lb ft |
| Manual Shaft to Detent Lever Nut | 24 N.m | 18 lb ft |
| Oil Pan Drain Plug | 34 N.m | 25 lb ft |
| Oil Pan to Case | 24 N.m | 18 lb ft |
| Oil Test Hole Plug | 11 N.m | 97 lb in |
| Parking Pawl Bracket to Case | 24 N.m | 18 lb ft |
| Pressure Control Solenoid Bracket to Valve Body | 8 N.m | 71 lb in |
| Pump Assembly to Case | 24 N.m | 18 lb ft |
| Pump Body to Cover | 24 N.m | 18 lb ft |
| Rear Servo Cover to Case | 24 N.m | 18 lb ft |
| Solenoid to Valve Body | 8 N.m | 71 lb in |
| Speed Sensor and Bracket Assembly to Case | 11 N.m | 97 lb in |
| Transmission Case to Engine | 44 N.m | 32 lb ft |
| Transmission Mount to Transmission Bolts | 50 N.m | 37 lb ft |
| Transmission Mount Retaining Nut | 40 N.m | 30 lb ft |
| Valve Body to Case/Lube Pipe | 11 N.m | 97 lb in |
| Valve Body to Case/TFP | 11 N.m | 97 lb in |
FASTENER TIGHTENING SPECIFICATIONS
Transmission General Specifications
| Name | Hydra-Matte® 4L80-E |
|---|---|
| RPO Codes | MT1 |
| Production Location | Y psilanti, MI |
| Vehicle Platform - Engine/Transmission - Usage | C/K, C/K 800, G, P32/42 |
| Transmission Drive | Longitudinally Mounted Rear Wheel Drive |
| 1st Gear Ratio | 2.482:1 |
| 2nd Gear Ratio | 1.482:1 |
| 3rd Gear Ratio | 1.000:1 |
| 4th Gear Ratio | 0.750:1 |
| Reverse | 2.077:1 |
| Torque Converter Size - Diameter of Torque Converter Turbine | 310 mm |
| Pressure Taps | Line Pressure |
| Transmission Fluid Type | DEXRON®III |
| Transmission Fluid Capacity - Approximate | Bottom Pan Removal: 7.3 L (7.7 qts) Dry: 12.8 L (13.5 qts) |
| Transmission Type: 4 | Four Forward Gears |
| Transmission Type: L | Longitudinal Mount |
| Transmission Type: 80 | Product Series |
| Transmission Type: E | Electronic Controls |
| Position Quadrant | P, R, N, , D, 2, 1 |
| Case Material | Die Cast Aluminum |
| Transmission Weight Dry | 107 kg (236 lbs) |
| Transmission Weight Wet | 118 kg (260 lbs) |
| Maximum Trailer Towing Capacity | 9 525 kg (21,000 lbs) |
| Maximum Gross Vehicle Weight (GVW) | 7 258 kg (16,000 lbs) |
Transmission General Specifications
Scheme 926
Scheme 927
Scheme 928
Scheme 929
Scheme 930
Scheme 931
Scheme 932
Scheme 933
Scheme 934
Scheme 935
Scheme 936
Scheme 937
Scheme 938
Scheme 939
Scheme 940
Scheme 941
Scheme 942
Scheme 943
Scheme 944
Scheme 945
Scheme 946
Scheme 947
Scheme 948
Scheme 949
Scheme 950
Scheme 951
Scheme 952
Scheme 953
Scheme 954
Scheme 955
Scheme 956
Scheme 957
Scheme 958
Scheme 959
Scheme 960
Scheme 961
Scheme 962
Scheme 963
Scheme 964
Scheme 965
Scheme 966
Scheme 967
Scheme 968
Scheme 969
Scheme 970
Upshifts Control and Torque Converter Clutch (TCC) Apply
The PCM calculates the upshifts points based primarily on two inputs: throttle angle and vehicle speed. When the PCM determines that conditions are met for a shift to occur, the PCM commands the shift by closing or opening the ground circuit for the appropriate solenoid.
Perform the following steps
- Refer to «Shift Speed»(ref-188999-S05702250382005091400000) and choose a throttle position of 10 percent, 25 percent or 50 percent. All throttle angles shown should be tested to cover the normal driving range.
- Monitor the following scan tool parameters: Throttle angle Vehicle speed Engine speed Output shaft speed Commanded gear Slip speed Solenoid states
- Place the gear selector in the OVERDRIVE position.
- Accelerate the vehicle using the chosen throttle angle. Hold the throttle steady.
- As the transmission upshifts, note the vehicle speed when the shift occurs for each gear change. There should be a noticeable shift feel or engine speed change within 1-2 seconds of the commanded gear change.
- Compare the shift speeds to the Shift Speed table. Refer to «Shift Speed»(ref-188999-S05702250382005091400000) . Shift speeds may vary slightly due to transmission fluid temperature or hydraulic delays in responding to electronic controls. Note any harsh, soft or delayed shifts or slipping. Note any noise or vibration.
- Repeat steps 1-6 to complete all throttle angles. IMPORTANT: The TCC will not engage until the engine is in closed loop operation. The vehicle must be in a near-cruise condition, not accelerating or coasting, and on a level road surface.
- Check for TCC apply in THIRD and FOURTH gear. Typical apply speeds in FOURTH gear range from 72-88 km/h (45-55 mph) depending on engine size, engine type and axle ratio. Note the TCC apply point. When the TCC applies there should be a noticeable drop in engine speed and a drop in slip speed to below 100 RPM. If the TCC apply can not be detected: Check for DTCs. Refer to «Torque Converter Diagnosis Procedure»(ref-188999-S41638940382005091400000) . Lightly tap and release the brake pedal. The TCC will release.
Torque Converter Diagnosis Procedure
The Torque Converter Clutch (TCC) is applied by fluid pressure, which is controlled by a PWM solenoid valve. This solenoid valve is located inside of the automatic transmission assembly. The solenoid valve is controlled through a combination of computer controlled switches and sensors.
Torque Converter Stator
The torque converter stator roller clutch can have two different malfunctions.
- The stator assembly freewheels in both directions.
- The stator assembly remains locked up at all times.
Torque Converter Clutch Shudder
The key to diagnosing Torque Converter Clutch (TCC) shudder is to note when it happens and under what conditions.
TCC shudder which is caused by the transmission should only occur during the apply or the release of the converter clutch. Shudder should never occur after the TCC plate is fully applied.
If the shudder occurs while the TCC is applying, the problem can be within the transmission or the torque converter. Something is causing one of the following conditions to occur
- Something is not allowing the clutch to become fully engaged.
- Something is not allowing the clutch to release.
- The clutch is releasing and applying at the same time. One of the following conditions may be causing the condition to occur
- Leaking turbine shaft seals
- A restricted release orifice
- A distorted clutch or housing surface due to long converter bolts
- Defective friction material on the TCC plate
Torque Converter Evaluation and Diagnosis
Replace the torque converter if any of the following conditions exist
- External leaks appear in the hub weld area.
- The converter hub is scored or damaged.
- The converter pilot is broken, damaged, or fits poorly into the crankshaft.
- You discover steel particles after flushing the cooler and the cooler lines.
- The pump is damaged, or you discover steel particles in the converter.
- The vehicle has TCC shudder and/or no TCC apply. Replace the torque converter only after all hydraulic and electrical diagnoses have been made. The converter clutch material may be glazed.
- The converter has an imbalance which cannot be corrected. Refer to «Flexplate/Torque Converter Vibration Test»(ref-188999-S29896049022005091400000) .
- The converter is contaminated with engine coolant which contains antifreeze.
- An internal failure occurs in the stator roller clutch.
- You notice excessive end play.
- Overheating produces heavy debris in the clutch.
- You discover steel particles or clutch lining material in the fluid filter or on the magnet, when no internal parts in the unit are worn or damaged. This condition indicates that lining material came from the converter. Do Not Replace the Torque Converter if you discover any of the following symptoms
- The oil has an odor or the oil is discolored, even though metal or clutch facing particles are not present.
- The threads in one or more of the converter bolt holds are damaged. Correct the condition with a new thread insert.
- Transmission failure did not display evidence of damaged or worn internal parts, steel particles or clutch plate lining material in the unit and inside the fluid filter.
- The vehicle has been exposed to high mileage only. An exception may exist where the lining of the torque converter clutch dampener plate has seen excess wear by vehicles operated in heavy and/or constant traffic, such as taxi, delivery, or police use.
Indexing Torque Converter
To determine and correct a torque converter vibration, the following procedure may have to be performed several times to achieve the best possible torque converter to flywheel balance.
Scheme 971
- Raise and suitably support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(/chevrolet/silverado-1500-hd/2001-2006/remont/hoistjack/#jacking-and-lifting__lifting-and-jacking-the-vehicle) .
- Rotate the torque converter one bolt position.
- Align the torque converter hub (2) in the engine crankshaft (3) and install the torque converter to flywheel bolts.
- Lower the vehicle.
- With the engine at idle speed and the transmission in PARK or NEUTRAL, observe the vibration. Refer to «Noise And Vibration Analysis»(ref-188999-S07487880022005091400000) . Repeat this procedure until you obtain the best possible balance.
- Install the transmission converter cover bolts and the cover.
Leak at the Torque Converter End
- Converter leak in the weld area
- Converter seal lip cut. Check the converter hub for damage
- Converter seal bushing moved forward and damaged
- Converter seal garter spring missing from the seal
- Porous casting of the transmission case or the oil pump
See also:
• LIFTING AND JACKING THE VEHICLE