Category: Engine

Categories
Engine

Overview of the 4L65E Transmission

4L65E Transmission - Gearstar

Gearstar – Overview of the 4L65E Transmission

The 4L65E transmission developed by General Motors for GM trucks – but adapted for the Chevrolet Corvette – is an updated version of the 4L60E. Both are automatic vehicle transmissions designed for rear-wheel-drive automobiles due to their longitudinal alignment. The 4L65E transmission was an off-shoot of the TH700R4 – ‘TH’ stands for ‘Turbo Hydramatic’– initially developed in 1982.

Even though it is a successor of the 700R4, the 4L65E transmission is an electronic automatic transmission, unlike its predecessors like the 4L60E. It comes with a 5-pinion gearset, overdrive, and a stock torque limit of up to 380 ft.-lbs. torque.

Brief History of the 4L65E Transmission

The 4L65E transmission has a history that dates back to the ’60s. At the time, General Motors launched the Turbo-Hydramatic 350 as a brand-new, highly improved automatic transmission and a worthy successor to the Powerglide.

Most GM trucks sport the TH350 as well as several rear-wheel-drive vehicles until the mid-1980s. The Turbo-Hydramatic 350 survived this long due to its sturdy build, compact size, and reliability.

Although the TH350 weighs 120 lbs. and is less than 22 inches in length, at the time, it was the transmission that packed enough punch to drive an SUV or Jeep. This transmission had no torque controller until an improved version – i.e., the TH350-C – was created.

However, General Motors eventually replaced the Turb-Hydramatic 350 transmission with the 700R4.

The 700R4 is recognized as the transmission that made the 4-speed automatic transmission incredibly popular in the market. It introduced a new feature – i.e., overdrive – for drivers in America who were somewhat more fuel-conscious I the 1980s and even beyond.

At the time, fuel prices were very high, and automobiles were still in great demand. The 700R4 transmission, which incorporated several features – such as power, durability, etc. – that made the TH350 excel in its days, allowed vehicles made by General Motors to ride smoothly and more efficiently.

The 700R4 is a non-electronic transmission that allows General Motors to meet strict emission guidelines via better fuel efficiency and access to overdrive. This helped GM customers to save a lot of money on fuel costs. Even now, the 700R4 transmission acts as a premium stock following aftermarket modifications, and this makes it easy to stick into big-block racing automobiles without electronic controls after modification.

The 4L60E eventually succeeded the 700R4 – which was once designated a 4L60 in the early 1990s – in 1997. It was GM’s #1 automatic overdrive transmission with electronic controls.

The 4L60E and 700R4 sport the same weight, length, as well as overall bellhousing. The primary difference between the two transmissions has to do with the introduction of electronic controls and an actuation system and adapted valve body to go with the new actuators and solenoids.

Throughout its lifetime, several versions of the 4L60E hit the market. And each version was only differentiated from the other via their tail housing as well as the lack – or presence – of removable bell housing. 

However, the 4L60E transmissions made after 1996 were not interchangeable and compatible with older models. This was due to a significant change in a 6-bolt tail shaft and solenoids.

Eventually, in 2001, a much stronger – and updated – version of the 4L60E transmission hit the market. This transmission was accompanied by a considerably improved input shaft and 5-pinion planetary carrier. 

The 4L65E transmission also sports a different torque controller as well as a hardened sun shell. Thanks to its planetary carrier, it also had better potential as a big block performance electronic transmission.

The 4L65E Transmission Specs

The 4L65E Transmission sports a 5-pinion planetary carrier, a 300mm input shaft, and a much better 3-4 clutch (compared to the 4L60E transmission). The following are the gear ratios of the 4L65E Transmission:

  • 1st gear: 3.06
  • 2nd gear: 1.62
  • 3rd gear: 1
  • 4th gear: 0.69

The upper limit for the 4L65E transmission is 700hp. Beyond this, it is advisable to swap this automatic transmission for a 4L85E, and the latter is much stronger but also more power-hungry and pricier.

Vehicles That Used the 4L65E transmission

Some vehicles notably featured the 4L65E transmission. Here they are in no particular order:

  • GMC Yukon Denali
  • Cadillac Escalade
  • 2005 C6 Corvette
  • Hummer H2
  • Cadillac Escalade EXT
  • 2002 Isuzu Axiom 
  • Holden One Toer 2004 Only
  • GMC Sierra Denali
  • Chevrolet Silverado SS
  • 2005-2006 Pontiac GTO (3.46:1 final drive, M32)
  • Holden Crewman 2004 Only

The 4L65E Transmission: What Sets It Apart from Other Transmissions?

It will take a little practice and mechanical know-how to easily differentiate or identify the 4L65E transmission from similar transmissions such as the 4L60E and the 4L60E/700R4. Even though the 4L65E transmission comes with a different sun shell and a much thicker input shaft, the only way to fully identify this automatic transmission is by opening it up.

Another way to pinpoint the 4L65E transmission requires in-depth knowledge of the alternate designations (M32 for the 4L60E transmission and M32 for the 4L65E transmission) – and some vital cosmetic differences – for the automatic transmissions. 

The older 4L60E transmission comes with a 4-bolt tail housing, which is different from the 4L65E transmission’s 6-bolt tail housing. Even so, the later 4L60E transmissions came with a removable bell housing as well as a 6-bolt tail housing. The performance versions of the 4L60E transmission are – on certain occasions – designate with M32.

In the end, the best way to fully identify the 4L65E transmission is to bring it to a reputable workshop. The transmission codes and designations and gauging the difference between input shafts will be checked and carried out, respectively.

However, the key differences between the 4L65E transmission and other automatic transmissions can only be visible within the transmission, i.e., when opened up.

Issues with the 4L65E transmission

Most drivers rarely have problems with the 4L65E transmission. The only major issue with this automatic transmission is the noticeably wide gear ratio between the first and second gears, i.e., 3.06:1 and 1.62:1, respectively.

This makes drivers experience a rougher transition at these speeds. However, modifying this transmission is possible, but only in some automobiles.

Conclusion

Some drivers say the 4L60E performs much better than the 4L65E transmission in some aspects. No one categorically says you can stick with only one transmission and stick with the other since choosing between these transmissions mostly depends on your budget.

You can jump to a 4L65E Transmission if you need that extra power that an additional pinion brings to the table. But if your vehicle is of a heavier build and requires more horsepower and torque, getting the 4L65E transmission would be a wise decision.

Categories
Engine

Overview of the 2004R Transmission

What ultimately makes the 2004R Transmission stand out among others is its sturdy construction, and this makes it an excellent choice.

When you see the 2004R Transmission today in salvage yards or many of its spare parts in auto part stores, it can be pretty difficult to recall that it was once the belle of the transmission universe.

Even though the 2004R Transmission was less known than the other popular General Motors overdrive transmission created in the 1980s, its popularity was undeniable. And it is now more than three decades since this exceptional Transmission was launched.

Besides, if you own a classic muscle car and want to upgrade its TH-350 3-speed or Powerglide 2-speed transmission, your best move would be to opt for the 2004R Transmission. This is not only because the latter is an excellent fit for the build but also the perfect Transmission to use if you want to upgrade your classic muscle car to improve your fuel economy and more punch.

The 2004R Transmission offers a lot of features, and that is what you will learn in the following paragraphs.

Introducing: The 2004R Transmission

The 2004R refers to the 4-speed automatic Transmission created by GM for the 1981 model year. It can be used efficiently in many General Motors passenger vehicles because it was fabricated with a Chevrolet and a B-O-P bell housing bolt structure. The automatic Transmission was produced with the Buick, Oldsmobile, and Pontiac patterns.

The 2004R automatic Transmission’s bell housing, driveshaft, and mechanical speedometer enable it to be an excellent fit for vintage automobiles. Besides, the 2004R Transmission’s torque capacity and sturdy build make it a much better – and advanced – non-electric overdrive transmission for classic vehicles for General Motors.

A Brief History

The 2004R Transmission was primarily designed as a continuation of the Turbo Hydramatic line of GM transmissions. This is an automatic overdrive that you will find in cars like the Buick Grand National and Pontiac Firebird Trans-Am, as well as in high-power GM trucks.

However, for some reasons highlighted much later on here, the production of the 2004R Transmission was suddenly discontinued in 1990. And a replacement, the 700R4 Transmission, came on the scene. The 4L60, as well as the 4L60-E, are iterations of the 700R4 Transmission.

The List of Vehicles Powered by the 2004R Transmission

General Motors used the 2004R automatic transmission to power several B-body, C-body, D-body, and G-body automobiles. 

Some of the vehicles that came with the 2004R include:

  • 1981-84 Buick Electra
  • 1981-89 Cadillac Fleetwood
  • 1981-90 Buick Estate Wagon
  • 1981-89 Chevrolet Caprice
  • 1982-83 Jaguar ZR W L6 220 3.6L S S
  • 1983-87 Buick Regal
  • 1983-89 Pontiac Parisienne, etc.

Differentiating the 2004R Transmission from Others

Differentiating the 2004R automatic Transmission from the 700R4, TH350, as well as other transmissions created by General Motors, is relatively easy.

To begin with, you can quickly locate the transmission identification of the 2004R on the plate positioned on the right side of the case, pointing towards the tail shaft. This plate bears a 2- or 3-letter transmission code printed in large alphabets. 

Another way to readily identify the 2004R automatic Transmission is by counting the number of pan bolts. If it is up to 16, it is either 2004R or 700R4. A bit confusing, that’s for sure. But the size of the 2004R’s pan bolts tends to be smaller towards its end. In contrast, the 700R4 Transmission’s pan bolts maintain a perfect square all through.

It is also relatively easy to confuse the 2004R Transmission with the TH350 because they feature similar dimensions. However, the 2004R has 16 bolts on its square transmission pan, while the TH350 has 13 bolts.

The 2004R Transmission: Specs

Here is the basic information/specifications of the 2004R automatic Transmission

  • Manufacturer: General Motors (GM)
  • Production Year: From 1981 to 1990
  • Overdrive: Yes
  • Computer-controlled: No. It is controlled by a lock-up torque converter and TV cable.
  • Outer Case Material: Aluminum, expertly fused with bell housing
  • Weight: 118 pounds when devoid of the ATF or torque converter
  • Type: 3-speed automatic
  • Fluid Capacity: 11 quarts
  • Speedometer Type: Mechanical
  • Torque Converter Lock: Yes
  • Pan Bolts: 13mm heads
  • First Gear Ratio: 2.74:1
  • Second Gear Ratio: 1.57:1
  • Third Gear Ratio: 1
  • Fourth Gear Ratio: 67.10.67:1 
  • Reverse Gear Ratio: 2.07:1
  • Case Length: 27 11/16 inches

2004R vs. 7004R vs. TH350 Transmissions

If you want to, you can compare the 2004R Transmission with the 700R4 and TH350, the two other overdrive transmissions created in the 1980s. 

First of all, the 2004R transmissions share remarkable similarities with the 700R4, despite being a much weaker variant of the 2004R/700 couplet. It must be mentioned that since the 2004R Transmission was created towards the end of the vibrant production year, it is still much better than the early 700R4.

It should also be pointed out that the 2004R Transmission was not deliberately designed to equilibrize or complement the 700R4 because they accomplish similar functionalities.

However, the 2004R Transmission fits quite well within the engine bays of existing ways in many ways that the 700R4 could not. But then again, the 700R4 shares the same bell housing bolt pattern and dimension as the TH350. And this singular factor made the transmissions interchangeable in automobiles exclusively designed for the TH350 Transmission in mind.

This implies that most classic vehicles initially made to use the TH350 3-speed Transmission can swap easily to the 2004R Transmission without the need for major or significant modifications. For example, there is zero need to reduce the original driveshaft.

The 2004R Transmission: Problems

No matter how perfect a transmission system is, it will still have a few drawbacks worth mentioning.

For instance, one of the problems associated with the 2004R Transmission is its inability to go into gear when needed. The 2004R Transmission gives cause for complaint by failing to go into gear despite the proper hooking up of the linkage.

Moreover, the Transmission may fail to respond as it undergoes a test in which you try to shift it through every gear, i.e., R/D/3/2/1. Nevertheless, you can check out the fluid level by using the dipstick to see whether or not there is enough fluid within the torque converter.

Another factor you need to bear in mind is that you need to make sure the pump transmits fluid and the shifter mechanism is in excellent working condition. When using the 2004R Transmission, slipping could occur, and this may cause it to give off a signal that your vehicle needs to undergo maintenance.

Slipping is commonly evident in delayed or slow acceleration, strange smells, or even hard shifting. Ensure the fluid level is not too low and that the valve moves forwards and backward smoothly without restraint.

Conclusion

As you can see, the 2004R Transmission may have been replaced with newer or more modern transmissions. Still, it was instrumental in its heydays, especially when installation space was a significant factor that couldn’t be joked with.

This transmission was a great fit in automobiles that formerly used the TH350 Transmission, and the need for major modifications was eliminated. Moreover, many vehicles used the 2004R Transmission, including Cadillac, Buick, and Chevrolet.

But what ultimately makes this Transmission stand out among others is its sturdy construction, and this makes it an excellent choice if you decide one day to upgrade your old-school muscle vehicle.

Categories
Engine

Overview of the 4R70w Transmission

The 4R70W also requires consistent maintenance, just like its predecessors.This way, you will have an incredibly powerful transmission.

The 4R70W, a Ford transmission, is an evolution to the popular AODE and is often used interchangeably. Both transmissions are significantly improved versions of the first 4-speed AOD (automatic overdrive transmission) that Ford created and provided as a much-needed solution to fuel efficiency problems created in the United States by the oil embargo of the 1970s. Chrysler and General Motors followed swiftly with their respective versions.

And since then, several regulations and rules to considerably improve the quality of air and fuel efficiency have been published. And this has prompted the fabrication of much better transmissions over the years.

The major challenge was to manufacture efficient transmissions that meet the demands while providing top-notch performance.

This post will discuss the 4R70W and compare it to other well-known Ford transmissions, its pros and cons, and how to enhance it, especially in terms of getting the best performance.

Brief History of the Ford 4R70W Transmission

Car manufacturers began to wise up in the ‘70s and started manufacturing fuel-efficient vehicles. And for this to happen successfully, the manufacturers had to sacrifice a handful of the speed and performance features that older models exhibited. However, fuel-efficient automobiles were environmentally and economically friendly and could cover more miles with far less fuel.

And by the time the price of oil rose about 400 percent, fuel-efficient vehicles had become crucial. By 1980, Ford created the 4-speed automatic overdrive transmission (AOD).

Although the automatic overdrive transmission was relatively new, it still bore several features of old designs. The AOD efficiently replaced several older transmissions that Ford put out, including the C4, C5, and FMX. It wasn’t all that different from the FMX 3-speed automatics since common FMX components – such as the Ravigneaux gear train, etc. – were also part of its components.

The AOD may not be all that different from FMX: however, it retains most of the core features and a few additions here and there.

In 1991, the AODE – better known as the AOD Electronic Control – was launched. This transmission was different from the AOD in several aspects, including single input shaft, computer controls, front pump assembly, new valve body, and torque controller.

Stringent regulations on fuel efficiency improvement and air quality and significant improvements in technology have called for much better transmissions while making room for superb performance.

The truth is there is no perfect stock transmission. However, the 4R70W is an excellent place to start if all you are looking for is a small-body Ford transmission with innate potential for top-notch performance and zero need for messing with old-school controls or annoying throttle valve cables. But then, the 4R70W is also not a great place to end your search either.

The 4R70W Transmission Specs

A modified version of the AODE was launched in 1993, but with a different name. Nevertheless, both transmissions are interchangeable. The 4R70W arrived at the scene with the following specs:

  • 4 forward speeds
  • Rear-wheel drive
  • Wide gear ratio
  • 700 newton-meters torque rating

The gear ratios of the 4R70W transmission are:

  • First gear: 2.84
  • Second gear: 1.55
  • Third gear: 1:1
  • Fourth gear: 0.70

The respective gear ratios of the AOD are:

  • 1st gear: 2.40
  • 2nd gear: 1.47
  • 3rd gear: 1:2
  • 4th gear: 0.67

You can see the difference in gear ratios when you compare them side by side. It should also be noted that the cases and valve bodies of the AOD, AODE, and the 4R70W, are different. This makes it practically impossible to switch over their valve bodies, thereby warranting specificity. 

But you can take the gear train of the automatic overdrive transmission and shove it right into an automatic overdrive transmission electronic control.

Which is Better: the AOD or 4R70W?

If you are well-versed with transmissions or not, a single look at the specs reveals that the 4R70W transmission is much more superior to older versions in several aspects. But this is not to imply that it will remain the best option at all times.

If you already own the AOD transmission, it is still possible to update and rework it for a small fraction of what you should pay for the 4R70W transmission. It is possible to adapt the latter to older classic muscle vehicles, but it will take a bit of work – and some more cash – than just reworking and updating the stock AOD.

The same thing applies to automobiles with the AOD Electronic Controls in the 1990s. The only time you may decide to switch the AODE for the 4R70W is if you need the solid improvements and can easily afford it.

Pros and Cons of the 4R70W Transmission

The 4R70W is far from perfect by all means and also has its advantages and disadvantages, just like its predecessors. Here are some of the excellent qualities of this remarkable transmission, as well as a few shortcomings you should be aware of:

Pros

The most significant benefit that the 4R70W transmission brings to the table is its considerably improved overdrive band, a pretty solid input shaft, better front pump, and improved pinpoint precision control.

Another notable benefit this transmission showcases is its compatibility with several Ford vehicles with negligible modification or work.

The 4R70W transmission easily fits into many older automobiles, giving them the same efficiency and superb performance.

Cons

Overloading the 4R70W transmission is a bad idea. And that is why you should know what it can – and what it can’t – do. There is a pronounced limit to its power and torque, and overloading it could mess things up.

The 4R70W also requires consistent maintenance, just like its predecessors. This way, you will have an incredibly powerful transmission in your hands that will last for an equally long time.

Conclusion

As mentioned earlier, no stock transmission is perfect in every aspect. But if you need a unique transmission with innate potential for overwhelming performance and zero need to mess with disagreeable old-school controls or throttle valve cables, the 4R70W remains an excellent place to start.

Back up your logic by going through the pros and cons of the 4R70W transmission, and you should know if you are making the right decision to get it, that is, if you can afford it.

Categories
Engine

The 4L70E Transmission: Up Close and Personal

The 4L70E automatic transmission is undoubtedly a workhorse gear mechanism that offers more excellent reliability and a good deal more power. Read on for specs and more information.

The 4L70E is a 4-speed automatic GM transmission with up to 5 gears, including reverse. The 4th gear of the 4L70E is a .70 overdrive. It also shares the same basic design – and case – with the 4L60E and the 4L65E. This 4-speed automatic transmission is designed with considerably lightened materials to support much better fuel efficiency, electronically-controlled shifting, and four speeds. It is the last iteration of a unique design launched long ago, starting with the 700R4.

Here are the specs of the 4L70E:

  • Production: 1992 – Present time
  • Manufacturer: General Motors (GM)
  • Torque Converter Lock: Yes
  • RPO Code: M70
  • Overdrive: Yes

Outer Case Material: 

  • Aluminum + 2 removable bellhousing
  • Controlled by Computer: Yes, via the engine ECU.

Gear ratios are as follows:

  • First gear: 3.06
  • Second gear: 1.62
  • Third gear: 1.00
  • Fourth gear: 0.70
  • Reverse gear: 2.29

The 4L70E automatic transmission weighs approximately 133 lbs. dry.

The Unique Differences Between the 4L70E and 4L60E

There are several differences between the 4L70E and the 4L60E. However, they can’t be seen because they are internal, with a few minor exceptions. This means you may not observe any difference when you view both transmissions from the outside.

For instance, the output shaft is different, and the 4L70E now bears an input shaft speed sensor. 

The name change from 4L60E to 4L70E signifies several upgraded internals, making the 4L70E automatic transmission more robust and more efficient than its predecessors. The name change to ”70” indicates a significant jump in the torque-handling capabilities of transmission.

Here are some of the few – but significant – structural improvements that have been made to the 4L70E, which has boosted its reliability and efficiency over its predecessors:

  1. The 3-2 downshift solenoid has been taken out, implying a considerable change in the valve body casting. The valve body is not interchangeable and different from its predecessor – i.e., the 4L60E – since the 3-2 solenoid location has been cast shut.
  2. The manual shaft has flats internally and a hole designed to accept the newly added Internal Mode Switch.
  3. The schematics, as well as internal wiring, have been changed entirely. The connector pin in this automatic transmission is far different from the ones found in its predecessors.
  4. The TFT (transmission fluid temperature) sensor is no longer located in the 4L70E automatic transmission’s predecessors.
  5. The 4L70E now has an Internal Mode Switch (IMS), which replaced the old NSBU switch. The NSBU was external, while the IMS was internal.

Other minor changes include the total removal of the Parking rod and pressure switch. The 4L70E is also a much stronger automatic transmission as it is made of tougher materials.

The 4L70E and the 4L60E transmissions look very much alike, except for the differences in the internals. Swapping parts from one to the other is a very poor decision, primarily if you don’t ensure that those components share the same GM Parts number.

In other words, don’t even think about it. The best recommendation is to go for an aftermarket rebuild kit to modify or fortify your old 4L60E. You can’t convert the 4L60E to 4L70E.

How to Tell Two Transmissions Apart Without Opening Them Up

If you are looking for a particular transmission in stock GM automobiles, you can tell the 4L70E apart from the 4L65E without opening up both. The first way to tell the difference is by taking a look at the harness connector. The 4L70E transmission has a neon blue or black harness connector.

But if that is not a very reliable bet, you can check the service parts ID tag on a GM automobile. An ”M70” symbol should be o the tag, especially if the automobile’s stock transmission is a 4L70E. 

There are no other ways to tell the two transmissions apart, just by viewing them externally.

Can the 4L70E Replace the 4L60E Transmission?

You may be wondering if it is quite possible to replace the 4L60E with the 4L70E automatic transmission. Yes, it is possible: the 4L70E will bolt right in with some minor exceptions.

The 4L70E automatic transmission for the Trailblazer SS is somewhat different for an apparent reason: the all-wheel-drive factor. The torque converter for both transmissions is the same. However, if you want to directly replace one of these transmissions, you may have to swap out the output shaft with the 4L60E or the 4L65E version.

Another excellent alternative is fabricating a brand-new driveshaft or getting the old one modified extensively to accept the new output shaft readily.

The 4L70E Automatic Transmission: Built for Toughness

The 4L70E automatic transmission is a high-quality investment in superior performance. And installing it is not a plug-and-play business. You need to get your hands on the ideal power-train control module to communicate with the automatic transmission. In a few cases, you may have no choice but to re-pin the wiring harness.

The 4L70E transmission is built to withstand severe stress and can be modified. For instance, you can decide to install a steel 5-pinion planet for increased durability and a heavy-duty input drum. Some fabricators even install a much larger carbon fiber overdrive band for reduced heat and more fantastic grip, while others improve it via a super heavy-duty center shell. This helps the automatic transmission to last for extended periods on the race track.

Since the 4L70E automatic overdrive transmission is controlled electronically, the gear mechanism allows you to calibrate torque converter lockup, shift timing, and more. This makes the 4L70E much more versatile than the older throttle valve cable predecessor, the GM 4L60s.

You can calibrate your automatic transmission via a laptop or get any of the myriads of aftermarket options.

If you are looking for a pretty solid GM transmission within the 650 HP and ft./lbs. Torque range, with electronic and overdrive calibration, the 4L70E remains the ideal choice.

The Takeaway

The 4L70E automatic transmission is undoubtedly a workhorse gear mechanism that offers more excellent reliability and a good deal more power. Upgrading to the 4L70E automatic transmission is your best bet if you are looking for or require a transmission capable of working up beyond the realm of 425 ft./lbs. of torque and 450 HP and below the 650 HP and ft./lbs. of torque range.

Categories
Engine Transmission & Drivetrain

Can Low Transmission Fluid Reduce Engine Power?

From getting to work to getting the kids to school to getting to your best friend’s house, you depend on your vehicle in a vast number of ways. To have a smooth run of your vehicle, all the entire architecture and engine mechanism must perform optimally. To start with, the engine – which is the heart and also a delicate part of the vehicle, must be in a healthy state all times.

How do you feel when you have your foot on the accelerator and you there is a drag in the movement of the vehicle? Frustrating. Transmission could be responsible. In days-gone-by of ancient vehicles, mere changing of the spark plugs, plug wires or even the carburetor would bring about a drastic change in the ‘drag’ movement. In modern vehicles where sensors are embedded, there are all kinds of culprits behind your car reluctance to accelerate.

You could be confused how transmission and/ transmission fluid is very important to vehicle’s engines. Here is why. But before getting to know the importance of a transmission fluid, this is what transmission means. Transmission refers to a gearbox that makes use of gear and gear trains to provide speed and torque conversions from a rotating power source, the engine, to another device – wheels.

Transmission fluid, on the other hand, is used to lubricate the components of a car’s transmission for optimum performance. If you have a faulty transmission, it will affect the smooth run of your engine which in turn makes you frustrated. In a situation where there is leakage or low transmission fluid, the engine would not provide maximum speed your vehicle.

What Is Engine Power?

To fully understand how engine works, knowing the power your engine can produce is important. Engine power is the amount of twisting force available at the crankshaft in the engine. The more torque you have, the more pulling power the engine has; hence, the force you feel when accelerating your vehicle.

The torque measurement provides an indication of how fast the engine will be able to move your vehicle’s weight. When driving and you have “engine power induced” light on, most times, it is the transmission losing its fluid. Also, the “check engine” light may pop on. Do not panic yet. Remain calm when driving your vehicle.

Ideally, when these lights come on, they mean your vehicle’s performance has been reduced to avoid damaging and wearing off the engine. And most modern cars are with series of sensors, which makes the electronic control unit to trigger the Reduced Power Mode after it has detected a system failure in the engine.

What Triggers the “Reduced Engine Power” Warning Light?

There are lots of reasons why your reduced engine light is on and you may be confused on how to make it go off. However, one of the most common causes of this problem is a fault with your electronic throttle actuator system. Modern cars utilize this in the stead of a tradition mechanical throttle body. In a throttle actuator control system, the Engine Control Unit masterminds two accelerator position sensors to determine your desire to accelerate. The device calculates the appropriate throttle response from two throttle position sensors.

Once it has the necessary information from the sensors, the Engine Control Unit uses an actuator motor to maneuver the throttle, thus controlling airflow into your vehicle’s engine. Any problem with your throttle actuator control system can easily trigger the “reduced engine power” warning light on the dashboard of your vehicle. For quick instance, the problem could be one of the vehicle’s sensors, the throttle body or even the accelerator pedal assembly.

Solutions to Reduced Engine Power Light

When you start your vehicle and you notice the Reduced Engine Power light is on, it is very much advisable not to drive. And if you are already at top speed on the highway, it is expected of you to visit a technician immediately. When you notice the light is off, the next thing is for you to scan your vehicle.

Sometimes, error codes and faults that occur are stored within the systems of your vehicle even if the scan occurs after the light goes off. In days-gone-by, older vehicles do not have computer systems which makes detecting fault more difficult. And finding these faults could be very expensive as well.

How do you fix this problem; reduced engine power light? Before driving to the mechanic or a technician, you could handle this yourself. If you drive a reduced engine power car, it could cause more problems before you get to the mechanic that will have your vehicle fixed. Here are the simple steps you can take:

1. Replace the Air Flow Sensor

There are couple of ways to detect if your vehicle’s air sensor is not working properly. When you start the engine, open the hood or bonnet. Try to locate the air flow sensor and tap severally. If the engine falters slightly, the air flow is dirty. Alternatively, stop the engine and disconnect the sensor.

Start the engine afterwards. The engine will sense the removal of the air flow sensor and will go into a back-up running mode. This is a simple fault with a pretty simple fix. Replacing the air flow sensor is the best alternate when you discover it is dirty and enjoy a return to your standard engine power!

2. Replace Air Filter

Another step in having a healthier engine is to make sure you have a clean air filter in perfect working condition. In almost all modern cars, the air filter is located in a rectangular box. It is placed to one side of the engine block just near the fender. Remove the filter itself and have a check under a light.

If no light or very little light comes through, that means the air filter is clogged and must be replaced immediately. When engine response to distorted conditions begins, transmission fluid is one of the major things to replace immediately. Hence, the reduction in engine power which would make the engine wear and tear in no time.

Exit mobile version