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5R55S Servo Bore Wear: Loss of 2nd, 3rd and 5th Gear and the Real Fix
5R55S Servo Bore Wear: Loss of 2nd, 3rd and 5th Gear and the Real Fix
Losing 2nd, 3rd and 5th gear in a 5R55S or 5R55W is usually worn servo pin bores in the aluminum case, not a bad solenoid block. Here is how to... Read more...
P0747 on GM 10L80 and 10L90: Feed Limit Valve Wear and the Fix
P0747 on GM 10L80 and 10L90: Feed Limit Valve Wear and the Fix
P0747 on a GM 10-speed points to wear in the feed limit low valve, the same defect behind GM's wheel lock-up recall. Here is how to confirm it and fix... Read more...
6L80 Transmission Slipping: Symptoms and How to Fix It
6L80 Transmission Slipping: Symptoms and How to Fix It
A slipping 6L80 almost always traces back to one of five things. Here is how to tell the torque converter from a burnt clutch pack or a worn valve bore... Read more...
66RFE Loses Overdrive: Diagnosis, Causes and the Real Fix
66RFE Loses Overdrive: Diagnosis, Causes and the Real Fix
If your 66RFE keeps burning overdrive clutches, the clutch pack was never the cause. Here is how to diagnose the solenoid switch valve bore, the stator dribbler valve and line... Read more...
Corvette Servo vs Billet Super Servo: Which 4L60E Upgrade Is Right?
Corvette Servo vs Billet Super Servo: Which 4L60E Upgrade Is Right?
The Corvette servo is the largest 2-4 apply piston GM ever built; the billet super servo goes further still. Here is how apply area, apply-to-release ratio and band holding power... Read more...
700R4 and 4L60E 2-4 Servo Failure: Symptoms and the Fix
700R4 and 4L60E 2-4 Servo Failure: Symptoms and the Fix
Slipping in 2nd and 4th on a 700R4 or 4L60E almost always traces to the 2-4 servo, its seals or a worn servo pin bore. Here is the full diagnosis... Read more...
4L60E Corvette Servo Upgrade: Firmer 1-2 and 3-4 Shifts
4L60E Corvette Servo Upgrade: Firmer 1-2 and 3-4 Shifts
A larger 4L60E Corvette 2-4 servo turns the same line pressure into more band clamping force, which is why it firms up both the 1-2 and the 3-4 shift. Here... Read more...
GM 6L80 P2714: Slipping in 2nd and 6th, and the Real Fix
GM 6L80 P2714: Slipping in 2nd and 6th, and the Real Fix
P2714 on a GM 6L80 is a 2-6 clutch ratio complaint, not automatically a bad solenoid. Here is the diagnostic order that saves money, the real causes ranked, and what... Read more...
GM 6L50 Transmission Problems: Symptoms, Causes and the Real Fix
GM 6L50 Transmission Problems: Symptoms, Causes and the Real Fix
GM 6L50 slipping, harsh shifts, or no reverse? Here are the real causes — worn check balls, pressure regulator wear, the 3-5-R circuit — and the parts that fix each... Read more...
10R80 Torque Converter Shudder: Causes and the Real Fix
If your F-150, Expedition, Mustang, or Explorer feels like it just rolled onto a stretch of rumble strips at a steady 35 to 55 mph cruise, you are almost certainly feeling 10R80 torque converter shudder. It is one of the most common complaints we see on Ford's 10-speed automatic, and it fools a lot of owners into chasing tires, U-joints, and driveshafts first. This guide walks through how to confirm the shudder is coming from the transmission, what actually causes it, and the fix that holds up instead of masking... Read more...
4T65E P1811 "Maximum Adapt and Long Shift": Diagnosis and the Real Fix
You are cruising along in your Impala, Grand Prix, or Bonneville and the transmission suddenly starts slamming into gear like someone dropped a hammer on the shifter. You pull the codes and there it is: P1811 – Maximum Adapt and Long Shift. That harsh, banging shift is not the actual problem — it is the computer's reaction to a problem. This guide walks through what P1811 really means on the GM 4T65E, how to tell a tired pressure control solenoid from a worn valve body, and the parts that actually... Read more...
NAG1 / W5A580 Harsh Shifts, 2-3 Flare & Limp Mode: Conductor Plate vs. Valve Body Diagnosis and the Real Fix
NAG1 / W5A580 Harsh Shifts, 2-3 Flare & Limp Mode: Conductor Plate vs. Valve Body Diagnosis and the Real Fix
NAG1 / W5A580 2-3 flare, harsh shifts and limp mode come down to two parts: the conductor plate or the valve body. Here is how to tell them apart and... Read more...
Dodge & Jeep 42RE / 44RE Erratic Shifts, No Overdrive & Limp Mode: Governor Pressure Solenoid & Sensor Fix
Dodge & Jeep 42RE / 44RE Erratic Shifts, No Overdrive & Limp Mode: Governor Pressure Solenoid & Sensor Fix
42RE and 44RE stuck in limp mode, no overdrive, or shifting erratically once warm? It is almost always the governor pressure solenoid and sensor. Here is the diagnosis and the... Read more...
GM 8L45 & 8L90 Harsh Shifts, Flare & Burnt Clutches: Signal Accumulator Wear and the Real Fix
GM 8L45 & 8L90 Harsh Shifts, Flare & Burnt Clutches: Signal Accumulator Wear and the Real Fix
Harsh shifts, flare and burnt clutches on a GM 8L45 or 8L90 usually trace to worn signal accumulator bores in the valve body, not the solenoid. Here is how to... Read more...
45RFE / 545RFE P0871 and Limp Mode: Solenoid Switch Valve Diagnosis and the Real Fix
45RFE / 545RFE P0871 and Limp Mode: Solenoid Switch Valve Diagnosis and the Real Fix
P0871 on a 45RFE or 545RFE is a rationality code, not a bad switch. Sonnax attributes about 90% of it to solenoid switch valve bore and plug wear. Here is... Read more...
Ford 10R80 Harsh Shift, Clunk & Erratic Downshifts: Valve Body Diagnosis and the Real Fix
Ford 10R80 Harsh Shift, Clunk & Erratic Downshifts: Valve Body Diagnosis and the Real Fix
Harsh shifts, a clunk into stops, and erratic downshifts on a Ford 10R80 usually trace to valve body wear (or a weak battery). Here's how to diagnose it and the... Read more...
Chrysler 62TE Harsh Shifts, Slipping & Limp Mode: Solenoid Pack Diagnosis and the Real Fix
Chrysler 62TE Harsh Shifts, Slipping & Limp Mode: Solenoid Pack Diagnosis and the Real Fix
The 62TE shifts hard, slips, and drops into limp mode with P0868 and gear-ratio codes. Here is the solenoid-pack diagnosis, plus why valve-body bore wear means a new pack alone... Read more...
Ford 6R80 Harsh Shifts, Flare & Limp Mode: Solenoid Body vs. Lead Frame Fix
Ford 6R80 Harsh Shifts, Flare & Limp Mode: Solenoid Body vs. Lead Frame Fix
Ford 6R80 harsh shifts, 2-3 flare, or limp mode? Here is how to tell a failing solenoid body from a bad lead frame, the codes to check, and the real... Read more...
Core Transmission Parts Is Now Open and Shipping
Core Transmission Parts Is Now Open and Shipping
Core Transmission Parts is officially open and shipping. Our inventory is live — rebuild kits, friction and steel clutch packs, solenoids, filters, gaskets, and hard-to-find components for GM, Ford, and... Read more...
6T40 & 6T45 P0776 — Slipping, No Reverse, No 3rd Gear: The 3-5-R Waved Plate Fix
6T40 & 6T45 P0776 — Slipping, No Reverse, No 3rd Gear: The 3-5-R Waved Plate Fix
P0776 on the GM 6T40/6T45 usually isn't a bad solenoid — it's a broken 3-5-R waved plate causing slip, no reverse, and no 3rd gear. Here's how to diagnose it... Read more...
GM 6T70/6T75 Slipping, No Reverse & P0776: The 3-5-R Wave Plate Fix
If you drive a Chevy Malibu, Impala, Equinox, or Traverse, a GMC Acadia, a Buick Enclave or LaCrosse, or a Cadillac SRX/XTS, there's a good chance you have GM's 6T70 or 6T75 six-speed transaxle underneath you. It's a solid unit in most respects, but it has one signature failure that puts more of these cars on the lift than anything else: the 3-5-R waved plate cracks. When it lets go, you lose reverse, you get slipping and harsh or flared shifts in 3rd and 5th, and you set a P0776.... Read more...
GM 6T70/6T75 Slipping, No Reverse & P0776: The 3-5-R Wave Plate Fix
GM 6T70/6T75 Slipping, No Reverse & P0776: The 3-5-R Wave Plate Fix
No reverse plus slipping in 3rd and 5th with a P0776 on a GM 6T70/6T75 usually means the 3-5-R waved plate has cracked. Here's how to confirm it and the... Read more...
GM 6L50 No Reverse or No 3rd & 5th Gear: 3-5-R Clutch Diagnosis and the Real Fix
Lost Reverse or 3rd and 5th gear in your GM 6L50? All three share the 3-5-R clutch. Here is how to tell a stuck valve or checkball from a cracked drum, and the part that actually fixes it. Read more...
AS68RC P0746 & P0776: Why Replacing the Solenoid Doesn't Fix It
A repeating P0746 or P0776 on the Aisin AS68RC usually is not a bad linear solenoid. It is a worn valve body damper bore. Here is how to diagnose it and fix it right. Read more...
4T65E P1811 "Maximum Adapt and Long Shift": Diagnosis and the Real Fix
P1811 "Maximum Adapt and Long Shift" on a GM 4T65E means harsh, banging gear changes caused by the computer commanding maximum line pressure. Here is how to diagnose the pressure control solenoid versus a worn AFL valve, and what to replace while you are in there. Read more...
GM 10L80 Shudder at 40 MPH: Diagnosing Valve Body vs. Torque Converter
GM 10L80 shudder between 25 and 50 mph usually is not the torque converter. Use GM's own TSB data to tell a worn valve body from a bad converter, and fix the right part the first time. Read more...
Allison 1000 C2 Clutch Pack: Failure, Rebuild, HD Upgrade
The C2 clutch in the Allison 1000 carries 4th, 5th, and reverse. When it slips, your Duramax loses grunt. Here is the fix.Symptoms of C2 clutch failure Slip in 4th or 5th gear under load Reverse slip (sometimes) P0732, P0733 (gear ratio incorrect) Burnt fluid smell TCM may default to limp mode Why the C2 clutch wears outHeavy towing: Allison clutches are sized for stock duty Heavy trailer + grade = sustained slip Slip = heat = clutch friction loss Tuned Duramax: Stock C2 pack: ~520 lb-ft input limit Tuned... Read more...
4L80E TCC Solenoid: P0741 Diagnosis & Replacement
A failed 4L80E TCC solenoid kills lockup, kills your MPG, and throws P0741. Fix is straightforward if you catch it early.Symptoms P0741 TCC stuck off (most common) P0740 TCC circuit Higher highway RPM at cruise MPG drop 2-4 MPG No converter lockup feel Sometimes erratic torque converter shudder How the TCC solenoid works PWM-controlled by the PCM Routes pressure to the TCC apply circuit Coil resistance spec: 20-30 ohms Wear part - typically fails between 100k-180k miles DiagnosisStep 1: Pull DTCs P0741 confirms TCC stuck off P0742 confirms TCC stuck... Read more...
6L80 Stator Support: Symptoms, Replacement, HD Options
The 6L80 stator support is a wear point that kills pump pressure and takes the bushing with it. Catch it early or replace at rebuild.What the stator support does Supports the stator splines (one-way clutch races) Carries pump fluid to the torque converter Houses pump bushings Reacts torque from 1st and reverse Symptoms of stator support wearPressure drop: Low line pressure (especially when hot) Soft / late shifts P0868 line pressure low code Converter shudder: TCC shudder at lockup Worsens as fluid gets hot Often confused with TCC clutch wear... Read more...
4L60E Sun Shell: Why It Fails and the Beast Upgrade
The 4L60E sun shell is the #1 reason a healthy-sounding 4L60E suddenly drops to neutral in reverse. Here is how to spot it and fix it permanently.Symptoms of a stripped 4L60E sun shell No reverse - drops to neutral Sometimes loses 2nd and 4th too Sometimes drives fine for a while, then quits No DTC stored (mechanical failure) Why the stock sun shell stripsHeat-affected splines: OEM shell is stamped steel Reverse load concentrates on a small spline section Heat from clutch wear weakens the shell Splines round off, lose grip... Read more...
47RE Overdrive Solenoid Replacement: No OD Engagement Fix
No overdrive on your 47RE Cummins is most often the OD solenoid. Fix is a $40 part and 2 hours under the truck. Here is the full procedure.Symptoms No overdrive engagement Highway RPM 600+ over normal OD light off (or blinking) P1740 (TCC/OD solenoid) P0743 (OD solenoid electrical) MPG drop 3-5 What the OD solenoid does Controls overdrive engagement Routes line pressure to OD piston PCM-commanded based on speed/load Coil resistance: 25-35 ohms DiagnosisStep 1: Check OD button Press OD button on shifter Light should illuminate to disable No light... Read more...
4L80E Stator Shaft & Pump Drive: Pressure Loss Fix
A worn 4L80E stator shaft or pump drive cuts line pressure and starves clutches of apply force. Catch the wear before it cooks your rebuild.What the stator shaft does Center support for the torque converter stator Carries pump pressure to charge circuits Houses the TCC apply seal Reacts torque from the converter What the pump drive does Driven by the converter hub Spins the pump rotor Generates all hydraulic pressure Symptoms of wearStator shaft wear: Low line pressure (especially hot) Sloppy shifts TCC slip Sometimes loud whine Pump drive wear:... Read more...
6L80 Output Shaft Speed Sensor: P0722 Diagnosis & Fix
The 6L80 output shaft speed sensor (OSS) feeds vehicle speed to the TCM. Bad sensor = no shifts, no speedometer, limp mode. Simple to fix once you find it.Symptoms of bad OSS P0722 (Output speed sensor no signal) P0723 (Output speed sensor intermittent) Speedometer reads zero while driving Cruise control inoperative Transmission stuck in 3rd gear (limp mode) Harsh shifts (TCM lost speed reference) OSS location Mounted on driver-side rear of trans housing Visible from underneath 2-wire connector Hall-effect sensor over a reluctor wheel on output shaft DiagnosisStep 1: Pull... Read more...
4L60E Sun Gear & Reaction Carrier: Failure Diagnosis
The 4L60E sun gear and reaction carrier work as a team. Wear in either causes 3rd-gear flares, slip in reverse, or full failure. Here is how to diagnose and what parts to buy.What they doSun gear: Center gear of the reaction planetary Splined to the sun shell Reacts torque in 1st, reverse Reaction carrier: Holds 3-4 pinion gears Splines to the output shaft Bears full output torque Symptoms of failureSun gear failure: Loss of reverse Loss of 1st Sometimes loud whine in those gears Often paired with sun shell failure... Read more...
Allison 1000 Filter Service: Interval, Procedure, OEM PN
The Allison 1000 uses an internal filter AND an external spin-on. Both need service. Skip either and you cook the clutches. Here is the right interval and procedure.Allison 1000 filter locationsInternal filter: Inside the pan Suction-side filter Catches debris before pump Bolt-on plastic housing External spin-on filter: Mounted on driver-side rear of trans Charge-side filter Catches debris before clutches Common point of confusion (often missed) Service intervalOEM Allison recommendation: Internal filter: every 50,000 miles External spin-on: every 25,000 miles Both: every 100,000 miles minimum HD towing schedule: Internal: 30,000 miles... Read more...
47RE vs 48RE: Differences, Identification, Upgrade Path
The 48RE replaced the 47RE behind the Cummins. Both are based on the legendary 727 but the 48RE was HD-upgraded. Here is the comparison.Production years47RE: 1996-2002 Dodge Cummins 5.9L 4-speed automatic ~440 ft-lb stock rating 48RE: 2003-2007 Dodge Cummins 5.9L 4-speed automatic ~570 ft-lb stock rating External identificationPan shape: Both 47RE and 48RE: same 727-style pan Bolt pattern: 14 bolts Bell housing: Same Cummins bolt pattern Direct R&R between trans Truck VIN: 2nd-gen Ram (96-02): 47RE 3rd-gen Ram (03-07): 48RE What is HD about the 48RELarger input shaft: 47RE: standard... Read more...
4L80E Center Support: Failure, Replacement, HD Upgrade
The 4L80E center support holds the intermediate clutch race and is the #2 cause of 4L80E rebuild failures (after the case). Get it right or rebuild again in 30,000 miles.What the center support does Houses the intermediate clutch Holds the sprag (one-way clutch) Pinned to the case Reacts torque from 1st and 2nd gear Symptoms of failing center support Loss of 1st and 2nd (sprag failure) Slip in reverse Slipping in low and intermediate Metal in pan (often steel from sprag) Sometimes: no movement at all Why it failsSprag failure:... Read more...
6L80 vs 6L90: Differences, Strength, Parts Interchange
6L80 and 6L90 share the same case and most internals. The 6L90 is the HD version. Here is what is actually different and what parts swap.External identification6L80 (2006-2014): 17-bolt pan 6-speed automatic ~440 ft-lb input rating Used in Camaro SS, Silverado 1500, Tahoe 6L90 (2007-2017): Same 17-bolt pan 6-speed automatic ~590 ft-lb input rating Used in Silverado 2500/3500, Express HD, Suburban What is HD about the 6L90Wider clutches: 6L80: 5-disc 1-2-3-4 clutch 6L90: 6-disc 1-2-3-4 clutch ~30% more clamp force HD planetary: 6L80: stamped carriers 6L90: forged carriers Higher torque... Read more...
4L60E vs 4L65E: Differences, Identification, Parts Interchange
4L60E and 4L65E look identical from the outside. Internals are different. Get the wrong rebuild kit and you waste a day. Here is how to ID and what parts swap.External identification4L60E (1992-2005, light-duty): 4-pinion planetary 27-spline input shaft 300M output shaft Stamped pan with side bolts 4L65E (2001-2014, HD light-duty): 5-pinion planetary (HD) 29-spline input shaft (early) / 30-spline (late) HD output shaft Same pan as 4L60E VIN-based ID RPO code M30 = 4L60E RPO code M32 = 4L65E Check glove box sticker for build code Capacity differences4L60E: ~360 ft-lb... Read more...
4R100 Input Shaft Failure: Billet Upgrade for Powerstroke
The 4R100 input shaft is the weak link on tuned 7.3L Powerstrokes. Break the shaft, lose the truck. Billet upgrade is the only real fix.Symptoms of input shaft failure Sudden loss of all gears Engine revs, truck does not move Sometimes metal grinding noise Confirmed by pulling pan and finding broken pieces Why the stock shaft breaksMaterial limit: Stock shaft holds ~600 ft-lb input 7.3L Powerstroke stock: ~525 ft-lb 7.3L with chip/tune: 700-900 ft-lb Exceeds shaft yield strength Failure mode: Twist failure at the splines Snaps clean Sometimes takes the... Read more...
Allison 1000 PTO Cover & Drive Gear: Replacement Guide
The Allison 1000 PTO opening is a common leak point and a key upgrade location for utility trucks. Here is what you need to know.What the PTO opening is Power Take-Off port on the Allison 1000 Allows external accessory drive Used for snow plows, dump trucks, work trucks Cover-plated from factory on most trucks Common PTO cover problemsLeak from cover gasket: Most common Allison leak Cover gasket degrades over 80k+ miles Fluid drips from PTO area Stripped cover bolts: Aluminum case threads Easy to over-torque Sometimes requires helicoil Internal damage... Read more...
4L80E Pump Bushing: Wear Symptoms, Replacement, Cost
The 4L80E pump bushing is the single most common cause of front trans leaks and converter shudder. Replace it during any rebuild or service.What the pump bushing does Supports the torque converter input Seals the front pump area Carries converter charge pressure Direct wear contact with the converter hub Symptoms of worn pump bushingFront leak: Fluid on bell housing Drip at converter inspection cover Worsens over time Converter shudder: TCC apply shudder Worsens when warm Often misdiagnosed as bad converter Metal in pan: Brass particles on magnet = bushing wear... Read more...
6L80 Solenoid Pack: Symptoms, Full Replacement, Cost
The 6L80 solenoid pack drives every shift. When solenoids start failing, you get harsh shifts, missed gears, and a check engine light. Full replacement is the fix.Symptoms of failing 6L80 solenoids Harsh 1-2 or 2-3 shift Missed gear (stuck in 3rd) P0751-P0758 (shift solenoid codes) P0973-P0978 (solenoid circuit) Transmission goes into limp mode Sometimes intermittent (heat-related) 6L80 solenoid count 7 shift control solenoids (PCS1-PCS7) 1 TCC solenoid 1 line pressure control solenoid All mounted on the valve body Why they failMileage: Typical failure: 80k-150k miles HD truck use accelerates wear... Read more...
4L60E Servo Upgrade: Corvette vs Stock 2nd Gear Servo
The 4L60E 2nd gear servo apply pressure is one of the cheapest, biggest gains you can make on a daily driver or HD build. Here is which servo and why.What the 2nd gear servo does Applies the 2-4 band when shifting to 2nd Larger apply area = more clamp force on the band Less slip = less heat = longer band life Crisper 1-2 shift Servo apply area comparisonStock 4L60E servo: ~3.3 sq in apply area OEM for most light-duty applications Slip-prone under load Corvette servo (PN 24202707): ~3.7 sq... Read more...
47RE Governor Pressure Solenoid: Symptoms & Replacement
The 47RE governor pressure solenoid controls shift timing on the Dodge Cummins. When it fails, shifts go to hell. Here is how to spot it and fix it.What the governor solenoid does Replaces the centrifugal governor of the old 727 Electronic shift control via the PCM Modulates governor pressure based on RPM/load Critical for 3-4 (overdrive) shift timing Symptoms Harsh 1-2 shift No overdrive engagement Flares between gears P1740 (TCC/OD solenoid) P1762 (governor pressure sensor offset) P1763 (governor pressure too high) P1764 (governor pressure too low) Why it fails 24V... Read more...
5R110W TorqShift Solenoid Pack: Replacement & HD Upgrade
The Ford 5R110W TorqShift solenoid pack is the #1 cause of harsh shifts and limp mode on 6.0L/6.4L Powerstroke trucks. Replacement is the fix.Symptoms of failing solenoids Harsh 1-2 or 2-3 shifts Missed gear (stuck in 3rd) P0750-P0758 (shift solenoid codes) P0961-P0968 (PCS circuit codes) Limp mode (4th gear only) TCC chuggle or lockup failure OBD lights TCS or check engine 5R110W solenoid count 5 shift control solenoids (SS1-SS5) 1 TCC solenoid 1 line pressure control solenoid (PCS-A) 1 trans fluid temp sensor All mounted on the channel plate (valve... Read more...
700R4 vs 4L60E: Differences, Interchange, Swap Guide
The 700R4 and 4L60E share most internals but the control system is completely different. Here is the comparison, what swaps, and what swapping costs.Quick history700R4 (1982-1992): Hydraulic, TV-cable controlled 4-speed automatic with overdrive Used in GM trucks, Camaro, Caprice ~300-350 ft-lb stock 4L60E (1993-2005): Electronic, PCM-controlled 4-speed (renamed 700R4 with electronics) Used in nearly all GM RWD vehicles 93+ ~360 ft-lb stock What is the same Case dimensions (almost identical) Bell housing pattern (SBC/BBC pattern) Output shaft mount Pan (different gasket but same dimensions) Most internal parts: clutches, planetaries, valve... Read more...
AW4 Jeep Transmission: Common Failures & Rebuild Guide
The AW4 is the Aisin-built 4-speed automatic in the Jeep XJ Cherokee, MJ Comanche, and ZJ Grand Cherokee. Built tough but has a few specific failure modes. Here is the guide.Production years 1987-2001 Jeep Cherokee XJ (most years) 1987-1992 Jeep Comanche MJ 1993-1998 Jeep Grand Cherokee ZJ (some) Also used in some Toyota Land Cruisers (similar A340) Why the AW4 is desirable Bulletproof under stock loads Tow-friendly 1st gear (2.80 ratio) Cheap to rebuild ($800-$1,500) Parts widely available Better than 32RH alternative Common AW4 failuresDirect clutch pack: Slips in 3rd... Read more...
Allison 1000 Torque Converter: Replacement, HD Triple-Disc
The Allison 1000 torque converter is the bottleneck on tuned Duramax trucks. Stock dies at 500 ft-lb. HD triple-disc handles 1,000+. Here is the full guide.Why the stock converter failsSingle-disc TCC clutch: Stock converter: 1 friction disc Limited apply force Slips on tuned Duramax Slip = heat = clutch fails Torque capacity: Stock rating: ~500 ft-lb sustained Stock Duramax: 520 ft-lb (LB7) to 765 ft-lb (LMM) Even stock LMM/LMG exceeds stock converter Symptoms of converter failure TCC shudder (especially under load) P0741 (TCC stuck off) Burnt fluid smell Slip on... Read more...
4L80E Shift Kit: TransGo HD2 vs Sonnax Comparison
Adding a shift kit to a 4L80E is the cheapest performance + longevity upgrade you can make. TransGo HD2 and Sonnax are the two main options. Here is the comparison.What a shift kit does Recalibrates the valve body Faster, firmer shifts Less slip-time = less heat = longer clutch life Higher line pressure under load Manual control over shifts in some kits TransGo HD2 kitWhat it includes: Replacement valve body spacer plate Modified springs Boost valve Detailed instructions with photos Performance: Firmer shifts (noticeable but civil) Slight RPM increase before... Read more...