6l80e pump failure

Because Novak has always maximized our domestic supply and internal manufacturing paradigm, we are seeing little interruption due to the Co-Vi situation. However, permit a day or two extra for fulfillment and be aware that we may contact you with questions or options on items where our suppliers may be having difficulties. The GM Hydramatic 6L80 transmission heralds a significant change in the design of automatic transmissions at General Motors. All previous GM automatic transmissions were virtually all based on hydraulic controls, and received increasing electrical elements as they modernized.

A horsepower revolution spawned by GM's increasingly powerful Gen. The 6L80 was approved for use in these vehicles weighing up to lbs.

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The 6L80 denotes that the transmission is a 6-Speed, Longitudinally mounted, and for lbs. Newer to the transmission world is its use of direct clutch-to-clutch shifting and the total lack of bands. Because of this, the 6L80 - despite having two or three more gears than its predecessors, is unexpectedly short in length.

Maximum engine input torque for the 6L80 is ft. The case is die cast aluminum. The 6L80 features a generously deep first gear for an automatic, making for favorably powerful starts from a standing stop. The transmission lacks a direct-drive, but features two overdrive gears. The gearing spread is a very capable 6. Recommended fluid is Dexron VI and typically accepts a 10 quart thru Like earlier automatics, the 6L80 features one line pressure tap available for testing and diagnostic purposes.

The torque converter is a fluid turbine drive and - like those on its predecessor transmissions, the THC, R4, 4L60, and 4L80E - features a lock-up pressure plate for direct mechanically coupled driving from the engine crank.

As with earlier Hydramatics, the 6L80 will accept either the mm or mm torque converters. Engine torque rating increases minimally, but the output torque rating of the transmission jumps up by nearly ft. The use of three-way solenoids and variable bleed solenoids for improved shift quality. The transmission is automatically shifted featuring performance algorithms to minimize upshifts during closed throttle driving to prevent unnecessary shifting.

Maximum shift speed is RPM. This is both a return to and a departure from previous automotive control systems in the industry in that earlier electronic transmissions used a separate control module, later to be integrated into the Engine Control Modules which were thus termed Powertrain Control Modules.

Now, the high-speed CAN network allows a high rate of data sharing between the units to achieve a collaboration between both engine and transmission functions. The TCM is actually even programmed to adjust its operation for transmission clutch wear.

6l80e pump failure

While not new to the 6L80, it uses an Input Speed Sensor to monitor input speeds to compare against engine speed and Output Shaft Sensor speed, using this data to adjust shift speeds under instantly detectable conditions.

The transmission can also signal the engine to drop power during a shift if there's a possibility of clutch damage. Shift stabilization is achieved through these and similar strategies. The 6L80 is a modular transmission, featuring removable bellhousings and tailhousings for interchangeability with the GM 90 Degree engines and other potential engines in the future.

Electronic challenges exist when mixing and matching the 6L80 as they must be matched to their particular engine. In a similar vein, GM Gen. IV engines do not always take kindly to other transmissions such as manuals essentially no longer available from GMand most automatics that predate the 6L Special engine computer programming strategies may be required.

The 6L80 is doubtless a very successful OEM transmission, and a terrific conversion transmission in the right Jeeps and situations.Remember Me?

What's New? What would cause it? Results 1 to 16 of Thread Tools Show Printable Version. Since my original transmission hit the dust at 86K I had a local shop rebuild it with the Century parts. We got rid of the red alto clutches and had it rebuilt at another shop with stock clutch material. Now with 6K on this build I am getting a thump from 4 to 5.

This is coupled with a flare and I am pretty sure we are on the way to another burnt clutch pack. In the last rebuild the builder put in updated solenoids so the transmission would hold more pressure. Maybe it is time to dump this transmission and just buy a new one from GM. I rebuilt using stock clutches and steel, adding a few extras. So far its been ok but I only have about 4k miles and maybe 10 runs on it.

With the power you are making I don't see why you should be having those issues. Could be a tuning issue. Maybe post up the tune. Removing trans torque management? Originally Posted by Kyne. CactusG8 mate I aint a expert but maybe try these Cheers gd luck mate those A6's are not cheap Bret Ultimate Lsx Tuning. Originally Posted by CactusG8. Originally Posted by realcanuk.

6l80e pump failure

I see from the tune that TM is enabled but reduced some. That is good. I know century changes a lot of things for their clutch setup. If you go back to stock clutches it might be a good idea to start over with the tune, although I don't see anything crazy there.

Your and shift times are a little shorter than mine but I don't know if that matters. For the parts needed there is a good summary here. Please update the thread when your issue is solved. Good luck. I did witness it run that time so I thought that would get a reaction hehe, in a good wayThe row-your-own-gears crowd will always think that they're better drivers, but at least stab-and-steer boys needn't suffer from gear envy anymore.

In Camaros and Corvettes of just one generation ago, the term "six-speed" distinguished a manually shifted machine from an automatic, but that's not the case anymore. With the introduction of the 6L80E in the '06 Corvette, the gear tally is all tied up at six for both manual- and automatic-equipped GM performance machines alike. That means automatics can now run just as quickly as their clutched stablemates down the dragstrip in stock trim, and outright destroy them once a higher-stall torque converter is thrown into the mix.

However, as with any piece of hardware that's brand new from the ground up, hot rodders were destined to blow them to bits with prodigious doses of LS horsepower before the aftermarket had a chance to catch up with stronger internals. Fortunately, thanks to companies like Circle D Transmission, the wait for near-bulletproof 6L80E automatics is over. Circle D has been beefing up GM's new six-speed since they first hit the streets, and we recently visited its shop to find out what it takes to prep a 6L80E for battle.

In GM speak, the "6" in 6L80E denotes the number of forward speeds, while the "80" is an arbitrary figure that represents its strength. Not surprisingly, GM's new six-speed is reserved for only the most demanding applications such as fifth-gen Camaros, C6 Corvettes, and heavy-duty trucks and SUVs.

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With fifth-gens weighing in at a portly 4, pounds, an extra two speeds make it easier to get all that mass moving off the line while still keeping the motor in the fat part of the powerband at WOT. With a ridiculously low 4. The 4L80E is more proven because it has been around much longer and more parts are available for it, but the 6L80E has come a long way and they can handle tons of power with a few basic upgrades. According to Circle D, GM rates the 6L80E's capacity at rear-wheel hp and it often burns up clutches once exceeding the hp mark.

It certainly doesn't help that this transmission tends to run very hot, which Circle D rectifies on its shop car with two in-line trans coolers. The next component most prone to failure is the spline area of the hub where it engages into the output carrier," says Kyle. They feature custom nitrided steels to prevent warping, and more durable clutch linings that are more resistant to heat. Another major departure from past GM transmissions is that the 6L80E has no bands-just clutches-and relies heavily on electronics for all aspects of operation.

By eliminating the bands, GM reduced the number of torque-handling components inside the transmission while also improving shift quality. The downside is that the timing of clutch engagement and disengagement, as well as clearances, must be very precise in order to prevent internal damage.

Even at stock horsepower levels, Circle D reports that properly tuning the 6L80E is critical to transmission longevity. That's where the electronics and tuning come into play," explains Kyle. It houses all the pressure control solenoids, shift solenoids, and the transmission control module in one sealed unit. There are tons of electronic adjustments that can be made to alter clutch pressures and apply times for durability.

Circle D 6L80E Transmission Upgrades - Safe Six - Tech

The factory tune is good until you start putting more power through the trans. Once that happens, the clutches start slipping on initial apply, which messes up the timing.The transmission pump is an oil pump that circulates transmission fluid through the valve body, which in turn controls the clutches and the bands that control the planetary gear sets.

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Should the transmission pump begin to fail, it will become apparent in the following ways. A telltale sign of car troubles is the illumination of the check engine light. Since this can actually indicate a multitude of issues with your car, you will have to have a machine that can read the specific error code that tells you the problem. You can get your own diagnostic machine to read the error code or you can take it into a dealership or a repair shop to have them read it for you.

As a result, the transmission will begin to overheat and the fluid will burn. The smell will be easiest to identify when you check the fluid dipstick, and the fluid itself will be darker than normal.

This symptom can also happen when your fluid levels are too low, so make sure first that this is not the case. When the gears and clutch packs are not being lubricated by fluid being pumped into the transmission, they will also have problems with making noise due to a lot of friction being created as the transmission operates.

The noise will become more noticeable after the friction has caused premature wear on the parts, resulting in more space between the clutch pack friction plates resulting in excessive slippage. As mentioned previously, a bad transmission pump can lead to problems with the rest of the transmission, but conversely, other problems with the transmission can be what causes the failure of the pump.

Issues with low fluid, contaminated fluid, or worn parts can make your pump work that much harder and eventually fail, so be sure that you stay on top of any repairs your transmission needs to avoid problems. We welcome your comments and suggestions.

6L80-E Transmission Introduction. Bilingual, English/Spanish - Transmission Repair

All information is provided "AS IS. All rights reserved. You may freely link to this site, and use it for non-commercial use subject to our terms of use. View our Privacy Policy here. Toggle navigation Login Register How-Tos. Written by Richard Teahon. Reviewed by H. Check Engine Light A telltale sign of car troubles is the illumination of the check engine light.

Transmission Noise When the gears and clutch packs are not being lubricated by fluid being pumped into the transmission, they will also have problems with making noise due to a lot of friction being created as the transmission operates. Vehicle Repairs. Popular Articles. How do manual and automatic transmission How do manual and automatic transmissions respond to too much transmission fluid?

By Evaline Tiondi.

6l80e pump failure

By Piyush Jain. Transmission Fluid vs Gear Oil. By Kristi Trimmer. Can you mix synthetic transmission fluid Can you mix synthetic transmission fluid with regular transmission fluid?The customer owned a Chevrolet Suburban4wd withmiles. These transmission problems were getting progressively more significant over the course of months, and eventually, the customer was concerned, that the vehicle would not move at all. This customer took the Suburban in to their regular automotive, general repair specialist.

After looking at the vehicle, that general repair shop contacted Tri-City Transmission and Auto Repair asking for a price on a whole transmission.

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They said, "the transmission is smoked, how much. We instructed that shop that it's rare to see the Chevy Suburban transmission fail like they described, and we would recommend a transmission specialist properly diagnose it. We felt, based off the described symptoms, more than likely they were not describing a failed transmission but a torque converter lockup issue.

The next phone call we got was from the actual customer who got our name from a friend of theirs. We indicated it was an unreasonable price for that transmission and they probably did not need a transmission anyway.

The customer decided to come down to visit us.

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We gave him a tour of our shop and repair process. From there, one or our technicians road tested the vehicle with the customer to verify the symptoms, and they left the vehicle for our Level 1 Diagnostic process. This is especially true when it comes to the Chevy Suburban transmission.

It is a great transmission, and internal or total transmission failure is rarely the case. However, most automotive generalists don't understand transmissions. All they generally know how to do is replace the transmission. Unfortunately, they don't know what they don't know so they honestly pass out bad advice, well-intended though, it may be. It utilizes the transmission control module inside the transmission.

Hardly does the transmission itself fail. We regularly handle transmission control issues and rarely transmission failure issues. GM did a good job designing this transmission. This is especially true at a dealership as they do not generally repair transmissions in-house; they got out of that business years ago, and they don't necessarily know how, so they don't. Although, sometimes they will give you the impression they can.

Make Appointment. Pay Now. Home How Much is it Going to Cost? Site Map Contact Us. Tri City Transmission. Make Appointment Pay Now. Connect with Us.The cookie settings on this website are set to 'allow all cookies' to give you the very best experience. Please click Accept Cookies to continue to use the site.

This transmission can be used in vehicles weighing up to 8, lbs or a gross weight of 14, lbs. Order Online today and get a Monster in your ride! Total Items: 6. Quick View. Our Quick Ship Series Transmissions include a matching quality built torque converter. Quality Inspected for your peace of mind and ready to ship!

Most orders can be delivered in a matter of days. Add To Cart Got Questions? Give Us A Call Time commitments may vary as this is a custom built transmissio Mega Monster Transmissions Engineered to Dominate, the 6L80E Mega Monster transmission is tough enough to withstand the rigors of even the toughest street machines delivering tire-spinning shifts race after race.

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The 6L80E Mega Monster transmission is ideal for vehicles powered by engines producing up to horsepower using pump gasoline. The 6L80E SS Mega Monster transmission is ideal for vehicles powered by engines producing up to horsepower using pump gasoline. Stay Connected.

Accept Cookies.It began replacing the 4L60E transmission in many vehicles starting in the model year. The 6L80E went mostly into large vehicles with V8 motors.

For the most part, this transmission has been phased out by the 8L90E already, but is still in prodution. The 6L80 was used in trucks, particularly in the GMT platform. In fact, the only model year vehicle that still comes with this transmission is the Chevrolet SS.

The 6L80 is a robust transmission and can handle a ton of power. In fact the input torque rating is lb.

6l80e pump failure

It has a line pressure tap for diagnostic purposes. Wet Weight : lb. It does not have a direct ratio like the 4L80E and 4L60E, which is worth noting. There are two super easy ways to tell whether or not the transmission is a 6L80E. Which one you use is going to depend on whether or not the transmission is in or out of the vehicle. If the transmission is in the vehicle you can use the RPO tag in the glove compartment. If you know the RPO code for the transmission you are golden. Just keep scanning it until you find the one you are looking for.

Pump Stator, 36 SPL, for GM 6L80/90

Every modern GM vehicle has one of these sheets in its glove compartment. It looks nearly identical to the 6L For all practical purposes, these two transmissions are completely interchangeable. The 6L90 has a beefier set of gears and many internal upgrades.

Like most GM automatic transmissions, the easiest way to tell them apart is by using the pan gasket. Conveniently, the main transmission that the 6L80E is going to be confused for all have a different number of pan gasket bolts. See the pictures below to help you tell if you have the right transmission.

They all look really similar, so make sure that you bother to count the pan gasket bolts, especially if you have an untrained eye. If you have any questions that I may be able to help you with, drop a comment or contact me. You can see on this sheet that the vehicle has an M30, which is a 4L60E.


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