Automatic Transmission - 4L60-E/4L65-E (Troubleshooting): Other Chevrolet Silverado 3500

Tools Required

J 21867 Pressure Gage

Scheme 468

Line Pressure Check Procedure (M30/M32)

1. Install a scan tool.
2. Start the engine.
3. Inspect the transmission for the proper fluid levels. Refer to «Transmission Fluid Checking Procedure»(ref-184197-S28503790432005082200000) .
4. Use the scan tool to inspect for any active or stored diagnostic trouble codes.
5. Inspect the manual linkage at the transmission for proper function.
6. Turn the engine OFF.
7. Remove the pressure plug.
8. Install the J 21867 .
9. Access the Scan Tool Output Control for the PC Solenoid.
10. Start the engine.
11. Begin commanding PC Solenoid at 1.0 amp and lower the amperage in one-tenth increments (0.01) until maximum line pressure is achieved.
12. Allow the pressure to stabilize between increments.
13. Compare your pressure readings to the Line Pressure table. Refer to «Line Pressure»(ref-184202-S28551875962005082200000) .
14. If the pressure readings vary greatly from the line pressure table, refer to «Oil Pressure High or Low»(ref-184197-S25003807022005082200000) .
15. Turn the engine OFF.
16. Remove the J 21867 .
17. Install the pressure plug. Tighten: Tighten the pressure plug to 8-14 N.m (6-10 lb ft).

J 21867 Pressure Gage

Line Pressure Check Procedure (M33 Only)

1. Inspect the transmission for proper fluid level. Refer to «Transmission Fluid Checking Procedure»(ref-184197-S28503790432005082200000) .
2. Install a scan tool.
3. Start the engine.
4. Use the scan tool to inspect for any stored or active diagnostic trouble codes. Make necessary repairs.
5. Turn the engine OFF, with the ignition ON.
6. Remove the pressure plug from the line pressure test port.
7. Install the J 21867 to the line pressure test port.
8. Access the scan tool output control for the secondary fluid pump relay.
9. Command the relay ON.
10. Record the maximum pressures achieved.
11. Secondary fluid pump pressure should be 110-275 kPa (16-40 psi).
12. If the secondary fluid pump pressures vary greatly from the specifications, refer to «High or Low Secondary Fluid Pump Pressure (M33 Only)»(ref-184197-S03443895462005082200000) .
13. Remove the J 21867 .
14. Install the pressure plug. Tighten: Tighten the pressure plug to 8-14 N.m (6-10 lb ft).

Electrical Function Check

Perform this check first, in order to ensure the electronic transmission components are connected and functioning properly. If these components are not checked, a simple electrical condition could be mis-diagnosed.

1. Connect the scan tool.
2. Ensure the gear selector is in PARK and set the parking brake.
3. Start the engine.
4. Verify that the following scan tool data can be obtained and is functioning properly. Refer to «Scan Tool Data List»(ref-184227-S30523384562005082200000) for typical data values. Data that is questionable may indicate a concern. Engine Speed Transmission output speed Vehicle speed TFP manual valve position switch Transmission range, engine list Commanded gear, current gear PC solenoid reference current PC solenoid actual current PC solenoid duty cycle Brake switch Engine coolant temperature Transmission fluid temperature Throttle angle Ignition voltage 1-2 shift solenoid 2-3 shift solenoid TCC solenoid duty cycle TCC slip speed
5. Monitor the brake switch signal while depressing and releasing the brake pedal. The scan tool should display: Closed when the brake pedal is released. Open when the brake pedal is depressed.
6. Check the garage shifts. Apply the brake pedal and ensure that the parking brake is set. Move the gear selector through the following ranges: PARK to REVERSE REVERSE to NEUTRAL NEUTRAL to DRIVE Pause 2 to 3 seconds in each gear position. Verify the gear engagements are immediate and not harsh.
7. Monitor transmission range on the scan tool, engine list. Apply the brake pedal and ensure the parking brake is set. Move the gear selector through all ranges. Pause 2 to 3 seconds in each range. Return gear selector to PARK. Verify that all selector positions match the scan tool display.
8. Check throttle angle input. Apply the brake pedal and ensure that the parking brake is set. Ensure the gear selector is in PARK. Monitor throttle angle while increasing and decreasing engine speed with the throttle pedal. The scan tool throttle angle should increase and decrease with engine speed.

If any of the above checks do not perform properly, record the result for reference after completion of the road test.

Part Throttle Detent Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 64-88 km/h (40-55 mph) in FOURTH gear.
3. Quickly increase throttle angle to greater than 50 percent.
4. Verify the following: The TCC releases The transmission downshifts immediately to THIRD gear

Full Throttle Detent Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to speeds of 64-88 km/h (40-55 mph) in FOURTH gear.
3. Quickly increase throttle angle to 100 percent (WOT).
4. Verify the following: The TCC releases The transmission downshifts immediately to SECOND gear

Manual Downshifts

The shift solenoid valves do not control the initial downshift for the 4-3 or the 3-2 manual downshifts. The 4-3 and the 3-2 manual downshifts are hydraulic. The 2-1 manual downshift is electronic. The solenoid states should change during or shortly after a manual downshift is selected.

Manual 4-3 Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 64-88 km/h (40-55 mph) in FOURTH gear.
3. Release the throttle while moving the gear selector to THIRD.
4. Verify the following: The TCC releases The transmission downshifts immediately to THIRD gear The engine slows the vehicle

Manual 4-2 Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 64-72 km/h (40-45 mph).
3. Release the throttle while moving the gear selector to SECOND.
4. Verify the following: The TCC releases The transmission downshifts immediately to SECOND gear The engine slows the vehicle

Manual 4-1 Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 48 km/h (30 mph).
3. Release the throttle while moving the gear selector to FIRST.
4. Verify the following: The TCC releases. The transmission downshifts immediately to FIRST gear. The engine slows the vehicle.

Coasting Downshifts

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to FOURTH gear with the TCC applied.
3. Release the throttle and lightly apply the brakes.
4. Verify the following: The TCC releases Downshifts occur at speeds shown in the Shift Speed table. Refer to «Shift Speed (M30/M32)»(ref-184202-S31233154512005082200000) or «Shift Speed (M33 Only)»(ref-184202-S19345243142005082200000) .

Manual Gear Range Selection

The shift solenoids control the upshifts in the manual gear ranges.

Perform the following tests using 10 to 15 percent throttle angle.

Reverse

1. With the vehicle stopped, move the gear selector to REVERSE.
2. Slowly accelerate the vehicle.
3. Verify that there is no noticeable slip, noise or vibration.

Manual First

1. With the vehicle stopped, move the gear selector to FIRST.
2. Accelerate the vehicle to 32 km/h (20 mph).
3. Verify the following: No upshifts occur The TCC does not apply There is no noticeable slip, noise, or vibration

Manual Second

1. With the vehicle stopped, move the gear selector to SECOND.
2. Accelerate the vehicle to 57 km/h (35 mph).
3. Verify the following: The 1-2 shift occurs The 2-3 shift does not occur There is no noticeable slip, noise or vibration

Manual Third

1. With the vehicle stopped, move the gear selector to THIRD.
2. Accelerate the vehicle to 64 km/h (40 mph).
3. Verify the following: The 1-2 shift occurs The 2-3 shift occurs There is no noticeable slip, noise or vibration

Perform this check first, in order to ensure the electronic transmission components are connected and functioning properly. If these components are not checked, a simple electrical condition could be mis-diagnosed.

1. Connect the scan tool.
2. Ensure the gear selector is in PARK and set the parking brake.
3. Start the engine.
4. Verify that the following scan tool data can be obtained and is functioning properly. Refer to «Scan Tool Data List»(ref-184227-S30523384562005082200000) for typical data values. Data that is questionable may indicate a concern. Engine Speed Transmission output speed Vehicle speed TFP manual valve position switch Transmission range Commanded gear, current gear PC solenoid reference current PC solenoid actual current PC solenoid duty cycle Brake switch Engine coolant temperature Transmission fluid temperature Throttle angle Ignition voltage 1-2 shift solenoid 2-3 shift solenoid TCC solenoid duty cycle TCC slip speed Secondary Fluid Pump - M33 Model Only
5. Monitor the brake switch signal while depressing and releasing the brake pedal. The scan tool should display: Closed when the brake pedal is released. Open when the brake pedal is depressed.
6. Check the garage shifts. Apply the brake pedal and ensure that the parking brake is set. Move the gear selector through the following ranges: PARK to REVERSE REVERSE to NEUTRAL NEUTRAL to DRIVE Pause 2 to 3 seconds in each gear position. Verify the gear engagements are immediate and not harsh.
7. Monitor transmission range on the scan tool, engine list. Apply the brake pedal and ensure the parking brake is set. Move the gear selector through all ranges. Pause 2 to 3 seconds in each range. Return gear selector to PARK. Verify that all selector positions match the scan tool display.
8. Check throttle angle input. Apply the brake pedal and ensure that the parking brake is set. Ensure the gear selector is in PARK. Monitor throttle angle while increasing and decreasing engine speed with the throttle pedal. The scan tool throttle angle should increase and decrease with engine speed.

If any of the above checks do not perform properly, record the result for reference after completion of the road test.

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 64-88 km/h (40-55 mph) in FOURTH gear.
3. Quickly increase throttle angle to greater than 50 percent.
4. Verify the following: The TCC releases The transmission downshifts immediately to THIRD gear

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to speeds of 64-88 km/h (40-55 mph) in FOURTH gear.
3. Quickly increase throttle angle to 100 percent (WOT).
4. Verify the following: The TCC releases The transmission downshifts immediately to SECOND gear

The shift solenoid valves do not control the initial downshift for the 4-3 or the 3-2 manual downshifts. The 4-3 and the 3-2 manual downshifts are hydraulic. The 2-1 manual downshift is electronic. The solenoid states should change during or shortly after a manual downshift is selected.

Manual 4-3 Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 64-88 km/h (40-55 mph) in FOURTH gear.
3. Release the throttle while moving the gear selector to THIRD.
4. Verify the following: The TCC releases The transmission downshifts immediately to THIRD gear The engine slows the vehicle

Manual 4-2 Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 64-72 km/h (40-45 mph).
3. Release the throttle while moving the gear selector to SECOND.
4. Verify the following: The TCC releases The transmission downshifts immediately to SECOND gear The engine slows the vehicle

Manual 4-1 Downshift

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to 48 km/h (30 mph).
3. Release the throttle while moving the gear selector to FIRST.
4. Verify the following: The TCC releases. The transmission downshifts immediately to FIRST gear. The engine slows the vehicle.

1. Place the gear selector in the OVERDRIVE position.
2. Accelerate the vehicle to FOURTH gear with the TCC applied.
3. Release the throttle and lightly apply the brakes.
4. Verify the following: The TCC releases Downshifts occur at speeds shown in the Shift Speed table. Refer to «Shift Speed (M30/M32)»(ref-184202-S31233154512005082200000) or «Shift Speed (M33 Only)»(ref-184202-S19345243142005082200000) .

The shift solenoids control the upshifts in the manual gear ranges.

Perform the following tests using 10 to 15 percent throttle angle.

Reverse

1. With the vehicle stopped, move the gear selector to REVERSE.
2. Slowly accelerate the vehicle.
3. Verify that there is no noticeable slip, noise or vibration.

Manual First

1. With the vehicle stopped, move the gear selector to FIRST.
2. Accelerate the vehicle to 32 km/h (20 mph).
3. Verify the following: No upshifts occur The TCC does not apply There is no noticeable slip, noise, or vibration

Manual Second

1. With the vehicle stopped, move the gear selector to SECOND.
2. Accelerate the vehicle to 57 km/h (35 mph).
3. Verify the following: The 1-2 shift occurs The 2-3 shift does not occur There is no noticeable slip, noise or vibration

Manual Third

1. With the vehicle stopped, move the gear selector to THIRD.
2. Accelerate the vehicle to 64 km/h (40 mph).
3. Verify the following: The 1-2 shift occurs The 2-3 shift occurs There is no noticeable slip, noise or vibration

Poor Acceleration at Low Speed

If the stator is freewheeling at all times, the vehicle tends to have poor acceleration from a standstill. At speeds above 50-55 km/h (30-35 mph), the vehicle may act normally. For poor acceleration, you should first determine that the exhaust system is not blocked, and the transmission is in First gear when starting out.

If the engine freely accelerates to high RPM in NEUTRAL, you can assume that the engine and the exhaust system are normal. Check for poor performance in DRIVE and REVERSE to help determine if the stator is freewheeling at all times.

Poor Acceleration at High Speed

If the stator is locked up at all times, performance is normal when accelerating from a standstill. Engine RPM and vehicle speed are limited or restricted at high speeds. Visual examination of the converter may reveal a blue color from overheating.

If the converter has been removed, you can check the stator roller clutch by inserting a finger into the splined inner race of the roller clutch and trying to turn the race in both directions. You should be able to freely turn the inner race clockwise, but you should have difficulty in moving the inner race counterclockwise or you may be unable to move the race at all.

If Shudder Occurs During TCC Apply or Release

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

1. Something is not allowing the clutch to become fully engaged.
2. Something is not allowing the clutch to release.
3. The clutch is releasing and applying at the same time.

One of the following conditions may be causing the problem to occur

1. Leaking turbine shaft seals
2. A restricted release orifice
3. A distorted clutch or housing surface due to long converter bolts
4. Defective friction material on the TCC plate

If Shudder Occurs After TCC has Applied

If shudder occurs after the TCC has applied, most of the time there is nothing wrong with the transmission.

The TCC is not likely to slip after the TCC has been applied. Engine problems may go unnoticed under light throttle and load, but they become noticeable after the TCC apply when going up a hill or accelerating. This is due to the mechanical coupling between the engine and the transmission.

Once TCC is applied, there is no torque converter (fluid coupling) assistance. Engine or driveline vibrations could be unnoticeable before TCC engagement.

Inspect the following components in order to avoid misdiagnosis of TCC shudder. An inspection will also avoid the unnecessary disassembly of a transmission or the unnecessary replacement of a torque converter.

1. Spark plugs - Inspect for cracks, high resistance or a broken insulator.
2. Plug wires - Look in each end. If there is red dust (ozone) or a black substance (carbon) present, then the wires are bad. Also look for a white discoloration of the wire. This indicates arcing during hard acceleration.
3. Coil - Look for a black discoloration on the bottom of the coil. This indicates arcing while the engine is misfiring.
4. Fuel injector - The filter may be plugged.
5. Vacuum leak - The engine will not get a correct amount of fuel. The mixture may run rich or lean depending on where the leak occurs.
6. EGR valve - The valve may let in too much or too little unburnable exhaust gas and could cause the engine to run rich or lean.
7. MAP/MAF sensor - Like a vacuum leak, the engine will not get the correct amount of fuel for proper engine operation.
8. Carbon on the intake valves - Carbon restricts the proper flow of air/fuel mixture into the cylinders.
9. Flat cam - Valves do not open enough to let the proper fuel/air mixture into the cylinders.
10. Oxygen sensor - This sensor may command the engine too rich or too lean for too long.
11. Fuel pressure - This may be too low.
12. Engine mounts - Vibration of the mounts can be multiplied by TCC engagement.
13. Axle joints - Check for vibration.
14. TP Sensor - The TCC apply and release depends on the TP Sensor in many engines. If the TP Sensor is out of specification, TCC may remain applied during initial engine loading.
15. Cylinder balance - Bad piston rings or poorly sealing valves can cause low power in a cylinder.
16. Fuel contamination - This causes poor engine performance.

Replace the torque converter if any of the following conditions exist

1. External leaks appear in the hub weld area.
2. The converter hub is scored or damaged.
3. The converter pilot is broken, damaged, or fits poorly into the crankshaft.
4. You discover steel particles after flushing the cooler and the cooler lines.
5. The pump is damaged, or you discover steel particles in the converter.
6. 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.
7. The converter has an imbalance which cannot be corrected. Refer to «Flexplate/Torque Converter Vibration Test»(ref-184197-S21307759022005082200000) .
8. The converter is contaminated with engine coolant which contains antifreeze or water.
9. An internal failure occurs in the stator roller clutch.
10. You notice excessive end play.
11. Overheating produces heavy debris in the clutch or converter ballooning.
12. 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

1. The oil has an odor or the oil is discolored, even though metal or clutch facing particles are not present.
2. The threads in one or more of the converter bolt holds are damaged. Correct the condition with a new thread inset.
3. 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.
4. 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.

Composition Plates

Dry the plates and inspect the plates for the following conditions

1. Pitting
2. Flaking
3. Delamination - splitting or separation of bonded clutch material
4. Wear
5. Glazing
6. Cracking
7. Charring
8. Chips or metal particles embedded in the lining

Replace a composition plate which shows any of these conditions.

Steel Plates

Wipe the plates dry and check the plates for heat discoloration. If the surfaces are smooth, even if color smear is indicated, you can reuse the plate. If the plate is discolored with heat spots or if the surface is scuffed, replace the plate.

Causes of Burned Clutch Plates

The following conditions can result in a burned clutch plate

1. Incorrect usage of clutch or apply plates
2. Engine coolant or water in the transmission fluid
3. A cracked clutch piston
4. Damaged or missing seals
5. Low line pressure
6. Valve body conditions The valve body face is not flat. Porosity is between channels. The valve bushing clips are improperly installed. The checkballs are misplaced.
7. The Teflon® seal rings are worn or damaged.

Engine Coolant/Water in Transmission

Note. The antifreeze or water will deteriorate the seals, gaskets and the glue that bonds the clutch material to the pressure plate. Both conditions may cause damage to the transmission.

If antifreeze or water has entered the transmission, perform the following

1. Disassemble the transmission.
2. Replace all of the rubber type seals (the coolant will attack the seal material which will cause leakage).
3. Replace the composition-faced clutch plate assemblies (the facing material may separate from the steel center portion).
4. Replace all of the nylon parts (washers).
5. Replace the torque converter.
6. Thoroughly clean and rebuild the transmission, using new gaskets and oil filter.
7. Flush the cooler lines after the transmission cooler has been properly repaired or replaced.

General Method

1. Verify that the leak is transmission fluid.
2. Thoroughly clean the suspected leak area.
3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Park the vehicle over clean paper or cardboard.
5. Shut OFF the engine.
6. Look for fluid spots on the paper.
7. Make the necessary repairs.

Powder Method

1. Thoroughly clean the suspected leak area with solvent.
2. Apply an aerosol type powder, such as foot powder, to the suspected leak area.
3. Operate the vehicle for 24 km (15 mi), or until normal operating temperatures are reached.
4. Shut OFF the engine.
5. Inspect the suspected leak area.
6. Trace the leak path through the powder in order to find the source of the leak.
7. Make the necessary repairs.

Dye and Black Light Method

A fluid dye and black light kit is available from various tool manufacturers.

1. Follow the manufacturer's instructions in order to determine the amount of dye to use.
2. Detect the leak with the black light.
3. Make the necessary repairs.

Find the Cause of the Leak

Pinpoint the leak and trace the leak back to the source. You must determine the cause of the leak in order to repair the leak properly. For example, if you replace a gasket, but the sealing flange is bent, the new gasket will not repair the leak. You must also repair the bent flange. Before you attempt to repair a leak, check for the following conditions, and make repairs as necessary

Gaskets

1. Fluid level/pressure is too high
2. Plugged vent or drain-back holes
3. Improperly tightened fasteners
4. Dirty or damaged threads
5. Warped flanges or sealing surface
6. Scratches, burrs, or other damage to the sealing surface
7. Damaged or worn gasket
8. Cracking or porosity of the component
9. Improper sealant used, where applicable
10. Incorrect gasket

Seals

1. Fluid level/pressure is too high
2. Plugged vent or drain-back holes
3. Damaged seal bore
4. Damaged or worn seal
5. Improper installation
6. Cracks in component
7. Manual or output shaft surface is scratched, nicked, or damaged
8. Loose or worn bearing causing excess seal wear

Case Porosity Repair

Some external leaks are caused by case porosity in non-pressurized areas. You can usually repair these leaks with the transmission in the vehicle.

1. Thoroughly clean the area to be repaired with a cleaning solvent. Air dry the area.
2. Using instructions from the manufacturer, mix a sufficient amount of an epoxy to make the repair.
3. While the transmission case is still hot, apply the epoxy. You can use a clean, dry soldering acid brush to clean the area and also to apply the epoxy cement. Make certain that the area to be repaired is fully covered.
4. Allow the epoxy cement to cure for three hours before starting the engine.
5. Repeat the fluid leak diagnosis procedures.

Preparation

1. During the installation of the repaired or replacement transmission, do not connect the oil cooler pipes.
2. Remove the fill cap (9) on the J 35944-A and fill the flusher tank (4) with 0.6 L (20-21 oz) of J 35944-22 , using the measuring cup (6). Do not overfill.
3. Install the fill cap (9) on the J 35944-A and pressurize the flusher tank (4) to 550-700 kPa (80-100 psi), using the shop air supply at the tank air valve (2).
4. With the water supply valve (1) on the J 35944-A in the OFF position, connect the water supply hose from the J 35944-A to the water supply at the faucet.
5. Turn ON the water supply at the faucet.

Scheme 469

1. Inspect the transmission oil cooler pipes for kinks or damage. Repair as necessary.
2. Connect the J 35944-A to the oil cooler feed bottom connector. Use the J 35944-200 , if required.
3. Clip the discharge hose (2) onto the oil drain container.
4. Attach the J 35944-A to the undercarriage of the vehicle with the hook provided and connect the flushing system feed supply hose (1) from the J 35944-A to the top connector oil cooler return pipe. Use the J 35944-200 , if required.
5. Turn the J 35944-A water supply valve (3) to the ON position and allow water to flow through the oil cooler and pipes for 10 seconds to remove any remaining transmission fluid. If water does not flow through the oil cooler and pipes, the cause of the blockage must be diagnosed and the plugged component must be repaired or replaced. Continue with the cooler flushing and flow check procedure once the blockage is corrected.
6. Turn the J 35944-A water supply valve (3) to the OFF position and clip the discharge hose onto a 19 liter (5 gallon) pail with a lid, to avoid splashback.
7. Turn the J 35944-A water supply valve (3) to the ON position and depress the trigger (1) to mix cooler flushing solution into the water flow. Use the clip provided on the handle to hold the trigger (1) down. The discharge will foam vigorously when the solution is introduced into the water stream.
8. Flush the oil cooler and pipes with water and solution for 2 minutes. During this flush, attach the shop air supply 825 kPa (120 psi) to the flushing system feed air valve (2) located on the J 35944-A , for 3-5 seconds at the end of every 15-20 second interval to create a surging action.
9. Release the trigger (1) and turn the J 35944-A water supply valve (3) to the OFF position.

Clean-up

1. Disconnect the water supply hose from the J 35944-A and bleed any remaining air pressure from the flusher tank.
2. Remove the fill cap from the J 35944-A and return any unused flushing solution to its container. Rinse the J 35944-A with water. Do not store the J 35944-A with flushing solution in it.
3. After every third use, clean the J 35944-A as described in the instructions included with the tool.
4. Dispose of any waste water/solution and transmission fluid in accordance with local regulations.

Transmission Overheats

Transmission Overheats

Oil Pressure High or Low

Oil Pressure High or Low

Harsh Shifts

Harsh Shifts

Inaccurate Shift Points

Inaccurate Shift Points

First Gear Range Only - No Upshift

1st Gear Range Only - No Upshift

Slips in First Gear

Slips in 1st Gear

Slip/Flare - Engine Off (M33 Only)

Slip/Flare-Engine Off (M33 Only)

Slipping or Harsh 1-2 Shift

Slipping or Rough 1-2 Shift

Harsh Engagement - Engine Restart (M33 Only)

Harsh Engagement-Engine Restart (M33 Only)

No 2-3 Shift or 2-3 Shift Slips, Rough or Hunting

No 2-3 Shift or 2-3 Shift slipping, Rough or Hunting

Second/Third Gear Only or First/Fourth Gears Only

Second/Third Gears Only or First/Fourth Gears Only

No First or Second Gear/No Third or Fourth Gear

No 1st or 2nd/No 3rd or 4th

No Second Gear, No Fourth Gear, and No Reverse Gear

No Second Gear, No Fourth Gear and No Reverse Gear

Third Gear Only

Third Gear Only

3-2 Flare or Tie-Up

3-2 Flare or Tie-Up

No 3-4 Shift, Slips or Rough 3-4 Shift

No 3-4 Shift/Slipping or Rough 3-4 Shift

No Reverse or Slips in Reverse

No Reverse or Slips in Reverse

No Part Throttle or Delayed Downshifts

No Part Throttle or Delayed Downshifts

Harsh Garage Shift

Harsh Garage Shift

No Overrun Braking - Manual 3-2-1

No Overrun Braking - Manual 3-2-1

No Fourth Gear, or Slips in Fourth Gear

No 4th or Slipping 4th

Slip/Flare in Any Gear

Slip/Flare in any Gear

Flare - Engine Restart (M33 Only)

Flare-Engine Restart (M33 Only)

No Third Gear

No 3rd

Drives in Neutral

Drives in Neutral

Second Gear Start

Second Gear Start

No Park

No Park

Oil Out the Vent

Oil Out the Vent

No Drive in All Ranges

No Drive in All Ranges

No Drive in Drive Range

No Drive in Drive Range

Shift Lever Indicates Wrong Gear

Shift Lever Indicates Wrong Gear

No Gear Selection

No Gear Selection

Engine Starts in Gear

Engine Starts in Gear

Delay in Drive and Reverse

Delay in Drive and Reverse

Lack of Power or Hesitation

Lack of Power or Hesitation