Category: Transmission & Drivetrain

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Transmission & Drivetrain

3 Symptoms Of A Failing 4L60E Transmission And How To Diagnose The Problems

EPSON MFP image

The 4L60E transmission by General Motors first came onto the scene in 1992 where it served as a replacement or upgrade to the 700R4 transmission. Although both transmissions were quite similar, it was the first time when GM shifted from a hydraulically-controlled transmission to an electronically-controlled one. The transmission was used in a large number of vehicles, including GM vans, SUVs, trucks, as well as many rear-wheel-drive cars. Some of the most popular cars that used the transmission include the Chevrolet Corvette, Camaro, Impala, and more.

Just like any other transmission, 4L60E can also experience problems and might require an upgrade. For better performance, get automatic transmission rebuild kits. Here are 3 symptoms of a failing 4L60E transmission and how to diagnose the problems:

  • No Third Gear – You put the vehicle in drive, start off the transmission, and shift to second gear. Everything works fine until you go to the third gear. When you put your vehicle in third gear, the engine runs away as if it’s in neutral. The problem? 3-4 clutch pack failure! Take the bell off, pull the pan, take out the filter and solenoids, pull the pump and drone, separate the drone, and what you will see is a burned up 3/4 clutch pack. But what causes it? The 3/4 piston rubber seals shrink from heat and age. Hydraulic pressure blows around it and the clutch pack fries. What you need are a new piston and a clutch pack.
  • No Second Gear/Reverse – The second most common symptom of a failing 4L60E transmission is your inability to shift to second gear and go reverse. The reason? A broken drive shell! Open the shell. After the drums are removed, remove the snap ring, pull out the planetary gearset, remove the input ring gear, and check the drive shell. Though the shell is supposed to be one piece, not only can it break off, but it can also strip out the splines.
  • Hard Second Gear– The third most common symptom of a failing 4L60E transmission is the difficulty in shifting to the second gear. The second is so hard that it almost feels like a shift kit has been installed. A diagnostic scan comes up that shows code 1870 internal slippage. The reason? A worn TCC regulator valve! The “check engine” light might turn on. The problem is in the valve body. Pull the pan and the filter, remove the solenoids and wiring harness, remove the valve body bolt, lift the valve body, and turn it over. The TCC regulator valve is located there. It wears out and causes the converter clutch to slip.

Repair Choices

  • Get an oversized replacement valve and reamer.
  • Use the spring provided in high-quality automatic transmission rebuilds kits. Just remove the clip in plug and valve assembly and replace the spring, valves plug, and clip. This essentially fixes the problem. The spring prevents the valve from moving this and stops leakage.

Looking for high-performance automatic transmissions for your vehicle? Gearstar is the place to go! Find the right transmissions for your model and get the most out of your car.

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Transmission & Drivetrain

Debunking Performance Automatic Transmission Myths

The inclination of using performance automatic transmissions in cars is taking a new shape especially in countries that embrace technology advancement. Cars manufactures like Tata, Datsun, Toyota for instance, have decided to take a shift towards the production of automatic transmission gearboxes.

In a clear term, automatic transmission uses sensors to determine when there should be a shift in gears. These sensors generate a feedback to the gearbox, telling what action to take with the help of the signal. However, in a manual transmission, the driver or operator does the change of gears by pushing in the clutch pedal and moving the gear stick.

But where an automatic engine is mounted, it is handled by the torque converter. Despite the popular technological advancement in industrial machines and automobiles, there are sets of people who misinterpret the functionalities of performance automatic transmissions. Below, we shed some light and debunk some of the most common performance automatic transmission myths and misconceptions.

Types of Gear Transmissions

There have been many gear transmissions since the innovation of combustion engines. For any machine that functions with speed, it is always a desire to change the speed at intervals. This could be to increase or decrease the speed. Below are the few types of gearboxes:

    • Traditional Automatic Transmission
    • Automated-Manual Transmission (AMT)
    • Continuously Variable Transmission (CVT)
    • Dual Clutch Transmission (DCT)
    • Direct-Shift Gearbox (GSG)
    • Tiptronic Transmission

Performance Automatic Transmission Myths and Misconceptions

Difficult to Use in Traffic Congestion

The could arguably be a fact rather than a myth. Many of automatic transmission engines produced are always with creep function. This particular function makes cars to move at a very low speed of about 5 to 6 kilometers per hour. When ascending a hill in a traffic congestion, this feature helps the car to move forward with a low speed.

It is not however limited to cars, industrial engines like lathe machines also have this feature in them. The kind of machines produced didn’t have the appropriate level of gear timing calibration. And this led to automatic transmission users to constantly make use of the accelerator and the brake pedals in congested traffic.

Sap More Lubrication and Fuel

When automatic transmission machines were introduced in 1940s, automatic transmission sapping fuel could be correct. However, in modern era, this is one of the most widely believed myths about automatic transmission engines. The efficiency of cars does not need to have any effect on fuel or lubrication. In most cases, however, automatic transmissions are fuel efficient than manual engines.

To further debunk this myth, automatic transmission engines are well simplified in design and construction, hence, the fuel efficiency. The precision in modern gearing makes the system to be electronically controlled which in turn help the mechanical systems to function effectively. The extra weight of an automatic transmission and mechanical losses through the drivetrain gave manual engines the edge in miles per gallon but in most cases, the extra gears the automatic gearbox provides let the engine run closer to its optimum efficiency.

Only Useful in Exotic Cars

The first automatic transmission using hydraulic fluid was innovated by two Brazilian engineers. They later sold this idea to General Motors which has been improving over time. Many people have the believe that AMT are always useful for exotic cars. Many of cars on the street today that are used for commercial purposes have automatic transmission in them.

Engines With AMT Are Expensive to Maintain

Engines with manual transmission cost less, but this is not always true. With the growing number of cars and engines produced, the pricing does not have effect on the type of transmission gear they are coupled with. The maintenance costs of AMT are always on the high side but better designs and manufacturing have led to transmissions that last the life of the vehicle, given a modicum of care.

Manual transmissions, on the other hand, rarely last the life of the car and, in most cases, the car will need two replacements or even more before it’s sold or even abandoned. Much of this depends on the driver’s care of the car and other variables. While it seems cars with manual transmission are less expensive in terms of pricing but the maintenance will always pose financial burden.

AMT Is Not Meant for Operators Who Prioritize Performance

Another myth around automatic transmission is that it is not meant for operators or drivers who prioritize performance-oriented operation. There is no doubt that this was widely true at one time, but now it falls into the near truth category which makes it a myth. In a few years, it will very likely to turn into a debate. Shifting gear stick and stamping on the clutch pedal certainly makes the driver more involved in the driving or operating experience, so does turning a crank to get the car started.

For experienced drivers, manual transmission might be effective at getting the engines full power to the wheels. On the other side of the coin, AMT engines make a smooth ride and operation. AMT have also been improved and this happened with technology advancement. At this dispensation, some automobile and industrial engineers, drivers and machine operators admit that properly designed computer-controlled transmissions can shift faster, and more intelligently, than humans.

Automatic Transmission Cars Can Be Stolen Easily

There are a handful myths regarding manual and automatic transmission that will likely remain either myths, misconceptions, or matters of opinion. For instance, some people believe manual driven cars are less likely to be stolen since car thieves who are not experienced with driving could have difficulties with driving. In this era, it is difficult to find a manual transmission around but they still exist.

Most car hijacking situations tend to focus their sights on cars with automatic transmission because anyone can drive such cars. This is a widely believed myth. Any car can be stolen if well planned but it is better to be on a safer side to have a secured car. Locking vehicles from the inside when driving could also go a long way in protecting your car.

These debunked myths and misconceptions about automatic transmission still have elements of fact. If you know of other myths, kindly drop them in the comment section below.

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Transmission & Drivetrain

3 Early Signs Of A Bad 4L80E Transmission

GM 4L80E Performance Transmission

4L80E transmissions are powerful but complex machines. And with such power and intimacy comes the increased risk of developing transmission problems over time. When faced with these problems, the best course of action is to get the transmission fixed or replaced with a 4L80E Transmission rebuild kit. That said, many drivers continue to drive their car with a problematic transmission and don’t get it checked until those issues snowball into severe, expensive fixes.

Generally, major 4L80E transmission problems can be prevented by recognizing the early signs of a bad transmission and taking the necessary steps should those signs appear. Let’s look at a few common yet significant signs that tell those problems in your 4L80E transmission:

Burning Smell

Generally, the burning smell in your car indicates that you are driving the clutch, which means that you are partially keeping it engaged when driving. This can be damaging to the engine. However, it can also arise as a result of overheating transmission because of low fluid or oxidation of transmission fluid, which needs replacement. So, if you notice a burning smell in your car, it’s best to visit an auto shop and diagnose the issue. If left unattended, you may have to install a new 4L80E Transmission rebuild kit later down the road.

Transmission fluid leaks

Fluid leaks are another common transmission problem that may affect your car’s health and driving experience. If you notice a puddle of reddish fluid beneath the car when it’s parked, it’s highly likely that the gasket or seal in the transmission has broken and is causing the leakage.

Gaskets, o-rings, rubber seals wear out over time and need replacement. But if you continue to drive while there is transmission fluid leakage, it is likely to cause irreparable damage, as a transmission requires fluid to function smoothly, and low fluid can cause friction among the components. Later, you may have to install a new 4L80E Transmission rebuild kit to get your car back on track. However, keep in mind that this leakage can occur in several areas, such as axle seals, the front seal of the transmission, pan gaskets, vent, and many others. See a mechanic immediately if you notice leakage in these areas.

Shifting gear problem

If you struggle to engage gears properly as you used to, the chances are there is a problem with the valve body, which is considered the nerve cell of the automatic transmission, including 4L809E. For instance, your car may shift to “drive” but refuse to shift to “reverse” or vice versa. In such cases, it’s vital to get help from a trained mechanic to diagnose the problem and fix it.

Final note

Transmission problems are common and almost inevitable. But overlooking them, no matter how small they are, can put your “Driving” in the back seat and leave a dent in your pocket. The best course of action, therefore, is to get them diagnosed and resolved by seeing an experienced car mechanic.

If your car’s transmission needs replacement or you are planning to replace it with a 4L80E Transmission rebuild kit, feel free to get in touch with us today and discuss your requirements. We can also customize your transmission to fit your needs and give a much-needed boost to your car’s performance.

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Transmission & Drivetrain

Ultimate Restomod Guide to Make Your Muscle Car Dreams Come True

The latest trend of restomod cars is certainly the best especially if you want to have the feeling of driving an old car you loved and, the same time, cruising the street with the latest car functions. Whether you are a classic car lover or a new car enthusiast, you can have it all in one vehicle.

In the same vein, you can rock the iconic 1950s muscle car, and be certain about reliability, performance and comfort, just like the latest sports cars. How awesome will this get? If you are still wondering if resto-modding is for you, here are some useful details which will help you decide. Now, if you haven’t gotten a hang of things about restomod yet, it is a word derived from “restore and change.”

In light of the foregoing, it includes the restoration and modification of classic cars with new engines, transmissions, and luxurious comforts which can only be found in today’s adventure. All it involves is removing the performance deficiencies in the classic muscle car that were obvious. The catch, however, is that the exterior of your old muscle car still maintains its age-long feel.

So, if you haven’t already noticed, you can restomod your old muscle car by upgrading its chassis with long-distance suspension, modern-day drive train, with state-of-the-art security measures. In this article, I will walk you through the steps of making your muscle car dreams come true. But before then, I will show you what you stand to gain from the resto-modding process.

Reasons Why Restomods Are the Best

You may be wondering if there is a need to look for aesthetic in a vintage vehicle and combine it with modern performance. But here are some reasons why a restomod is your best bet and option.

Uncompromising Characteristic Features

Restomod is ideal if you want a classic car, yet today’s ride has performance and safety features. You can make this happen without compromising modern features, while at the same time, fulfilling the love of your heart for a beautiful classic car – your modern muscle car. You can have an old muscle car, yet get to enjoy the advantages of a modern car.

An Offer for a Fun Ride

It is true you want a classic car that is designed with the same high-end engineering which is noticeable today in vehicles. It comes as no surprise that classics are vulnerable to oil leakage and even regular breakdowns. Often, they’re slow and inefficient when contrasting their performance side by side with modern vehicles.

Where should you look at? Your restored old muscle car can have a modern machine efficiency while retaining its cute, old school looks. In addition, it increases the safety features of the car to today’s requirements, thereby allowing it stick to existing road rules.

Improved Creativity

Who says you have to fly around the town with a trip straight from the factory of the manufacturer? There’s no rule, and as such, there’s no restriction to your creative expression. Having said that, a restomod provides a chance to put your imagination to reality.

If there’s an old ride that’s catching your attention, or perhaps, your old muscle car, it can be modified as you best suit. Restomod makes creativity easy.

Steps to Make Your Restomod Dreams Come True

When talking about muscle car restoration, there are a lot of considerations to be made. Probably, the biggest thing in your mind is, and ought to be, budget. It’s an expensive venture to restore any car and restomod an American muscle car is no exception. There are many American muscle cars on the used car market but anybody’s guess is the condition of those cars.

The degree of remodding needed on each can vary from one end of the spectrum to another, and thus the expense of restoration will vary as well. Nonetheless, a car like your dream car, muscle, can be restored on a budget. And in this article, you’ll find some tips for doing so at the cheapest possible rate.

1. Determine Project Type

First, take into account the degree of restoration that is required which you must be ready to execute. Do you need to look for a limited restomod project, or you are prepared for a more active approach to restoration? The vehicle’s age, form and condition will determine how much it will cost. Do you plan to do all the work yourself, or do you pay someone to do it for you? Your project will probably be in the middle of the spectrum somewhere, but there are considerations you need to keep in mind before you start remodding your old car.

2. Develop a Spending Plan

It is important you have a spending plan because there will always be more work coming up in the technician workshop than you have planned. If you do this early, it’s going to help you down the road.

3. Appraise Your Skill and Expertise

Before considering the scope of the project, take stock of your own technical abilities if you have garnered one. Got advanced technical skills? Can you disassemble a car engine and reassemble it? Or do you have trouble finding the dipstick? You have to be brutally honest with yourself. Many remodels are best left to experts, who has been in the business and which will make the project to be completed in the best time possible.

4. Consult With a Professional Mechanic or Master Technician

Careful inspection of the car that you are looking to turn to your dream muscle car will ensure that you stay on budget. Inspect the car through a professional technician or a mechanic.

It may cost a little bit, but by getting a professional inspect the vehicle, you’ll know up front what the vehicle’s problems are, what restoration work or reconditioning needs to be done, and whether there’s any expensive work to be done that might not be readily apparent.

The Bottom Line

For every car you want to turn to your muscle dream car, there are more reasons than one why restomod is the best option. Choose a classic car from decades ago, replace its engine, wheels, and so on with the modern parts, and you’ll be quite well with the way you will be creating your dream car.

The best thing is, you ‘re not missing out on the advantages of driving a conventional vehicle, because the only difference will be in aesthetic beauty. It all boils down to what is the most attractive thing for you – driving the latest modern car that is way expensive? Or being unique, driving an old car that moves like a modern automobile.

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Transmission & Drivetrain

How to Service Your GM 700R4 Transmission With Some TLC

One who is not familiar with vehicles and hydraulics would definitely be confused on seeing the topic of this article and be wondering what it is all about. Meanwhile, this article is not exactly for one who is just learning but it will help you have an idea of what a GM 700R4 transmission is.

Overview of the GM 700R4 Transmission

The transmission of 700R4 was launched by General Motor (GM), and is also known as “hydramatic”. The 700R4 is a four-speed automatic transmission that has a 30% overdrive in the fourth gear. This new design was created to improve the fuel economy. GM 700R4 transmissions were created in 1982 as a substitute to the TH350.

The primary explanation behind the new plan was to make an automatic transmission that was better on efficiency. At that point, the 700R4 was used on trucks and back wheel drive vehicles. GM 700R4 were the best ever when the 700R4 was first delivered but it was faced with some issues. Some of the issues faced by 700R4 are:

Throttle Valve (TV) Cable Problems

During installation or driving or servicing, the geometry of TV linkage can get interfered. This causes issues with legitimate moving capacity, and will in the long run experience the riggings and won’t appropriately control line rise and pressure. If there is a chance that the cables become disconnected, your vehicle won’t be able to downshift.

Overheating

Due to its reputation as reliable, the 700R4 transmission is incidentally introduced on vehicles inadmissible for its group which can rapidly make the transmission overheat. Ensure that the transmission you’re running is evaluated for your vehicle’s weight, class and kind of utilisation to stay away from possibly costly and pointless fixes.

Valve Bore Wear

In the event your vehicle displays no lock-up, or bolts up following second gear, at that point you likely have excessive pump bore to valve clearance. This issue is brought about by valve bore wear, a difficulty which permits oil to spill past OEM spool and overpowers the solenoid’s exhausting capacities. Valve bore wear may likewise confine cooler stream, which can cause transmission parts to fire up.

Five years after, the transmission had experienced a few enhancements and increased a more ideal notoriety. In 1990, there was a change of name from 700R4 to the 4L60. It was basically a similar transmission, and in 1993, the 4L60 turned out to be electronically controlled rather than powerfully controlled, which is the place the name 4L60E originates from.

Despite the fact that the 700R4 transmission isn’t made new nowadays, they are as yet viewed as the absolute best at any point created. The improved efficiency and rigging proportion in first apparatus were the most sweltering selling focuses, furnishing drivers with great speeding up when halted at a stop sign or stoplight. Additionally, the rigging proportion was useful for going mud romping.

700R4 Identification

To the undeveloped eye, about all GM programmed transmissions appear to be identical. They are totally made out of aluminum (except for the early Powerglide), they have the equivalent bell-housing jolt examples, and all have fundamentally the same as case plans. There are a few things that you can do to ensure that you are appropriately recognizing the 700R4.

It’ll look generally like the 2004R from the start. In the event that you have to begin without any preparation, attempt this old article from Hot Rod. A mid 4L60 is equivalent to a late 700R4. They are precisely the same transmission. Be that as it may, the 4L60E is genuinely comparative, however not effectively fill in for its previous partner.

On the off chance that you see the term MD8 stepped on the traveler side of the case, directly by the bell-housing. The most effortless approach to distinguish a 700R4 underneath of the vehicle is to take a gander at the jolts. On the off chance that you have an away from of the transmission tally the jolts.

Keep in mind, 4L60 was simply one more moniker for GM’s well known overdrive. Advantages of the 700R4 and couple of realities about the 700R4, and why this might be the transmission you requirement for your speedster:

    • Built of cast aluminum
    • One of best overdrive transmissions
    • Improved mileage – lower first apparatus proportion
    • Thirty percent overdrive
    • 4 inches long
    • 155 pounds in weight
    • Holds 11 quarts of trans liquid

This transmission is handily overheated on the grounds that it is utilized in uncompromising pickup trucks, just as vehicles that are driven hard. Overheating is one of the fundamental driver of transmission disappointment. In the event that you plan on taking your vehicle out with the 700R4, we may suggest a cooler that can be introduced with the transmission.

Regardless of whether you buy a vehicle with an old 700R4, the trans can be remade with the most recent moves up to make it more grounded and more solid. Gearstar assembles GM 700R4 transmissions by hand, just utilizing premium items and one professional through and through. Let’s see how to service your GM 700R4 with some TLC (tender loving care).

Servicing Your GM 700R4 Transmission

The fluid has an important role in the function of an automatic transmission by changing the filter. Changing the filter extends its life if done on a regular basis. To show that it is easy to take care of a 700R4 (the part numbers are not the same, yet the procedure is the equivalent for practically all more seasoned GM automatics).

With a six-pack of lucas semi-manufactured liquid refill the transmission to fitting levels. Ensure the entirety of the liquid doesn’t deplete when you evacuate the dish, it is in reality just about half. In any case, in case you’re having issues, it allows you to investigate the search for gold or grasp material, expel it, and supplant the channel that is loaded with it.

Summarily, GM’s duty to the 700R4 is clear in its quality, strength and wide ease of use. It is hands – down one of the best transmissions of our time, and an extremely convincing Jeep change transmission. The 700R4 is an alluring trade choice for all jeeps, except for the CJ5 and other short wheel-based jeeps due to powertrain length and driveshaft point issues. Versatility to about all jeeps is remarkable.

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Transmission & Drivetrain

Rebuilt vs. Remanufactured Transmissions: What’s the Difference?

Replacing your transmission (after the old one has failed) can be a bit confusing. Should you choose a rebuilt model, a used model, or a remanufactured (reman) model? The differences between rebuilds vs. remans are quite apparent, however, this article will compare rebuilt transmissions against Gearstar’s remanufactured transmissions.

Before continuing with this article, you may want to understand the terms “rebuilt” and “remanufactured”. Basically, these two words can appear as synonyms and can be used interchangeably. But in some cases (ex. explaining transmissions), they have different meanings:

    • Rebuilt transmissions: Called “rebuilt” when the mechanic only fixed or replaced the worn-out (problematic) components of the system.
    • Remanufactured transmissions: Commonly referred to as a “reman”, remanufactured transmissions are considered as “new” because all the original equipment and components were worked on (replaced).

Rebuilt vs. Remanufactured Transmissions

Here, we compare these two common types of transmissions based on different factors: warranties, quality, turnaround time, etc.

Reliability

When we talk about the difference in quality regarding rebuilt and reman transmissions, one must consider the components used. Rebuilt transmissions are typically patched with old components; however, they work as you would expect, but the parts are not new ones.

In contrast, remanufactured components are re-created, or somewhat refurbished with new parts, which makes them seemingly new systems. Also, reman transmissions are coupled in authorized (verified) shops, while rebuilt transmissions can be from any shop (verified or unverified).

While both rebuilt and remanufactured transmissions may be compatible with your vehicle, reman systems are more reliable and higher in quality. Additionally, remanufactured transmissions pass through a dyno testing process before leaving the workshop.

Warranty

Reman Transmissions

Typically, a remanufactured transmission is backed by a factory warranty that spans three years (3 years). The warranty period can be longer and not limited to a specific mileage. Interestingly, some manufacturers allow sellers/suppliers to work on systems at any transmission shop of choice.

Thus, this does not void the nationwide warranty for parts and labor coverage. When an owner sells the vehicle in which the reman transmission is being used in, it can transfer to the new owner if warranty coverage is still active.

Rebuilt Transmissions

Unlike reman transmissions, a rebuilt transmission typically comes with a 12-month/12,000 mile warranty. If you hit 12,000 miles (even if it has not been 12 months since you fixed the transmission), the warranty expires. In contrast, if the car is driven for 12 months (even if you have not hit 12,000 miles), the warranty expires.

This warranty is quite basic, but transmission repair costs are covered for up to 12 months. Nevertheless, you may not be allowed to fix the transmission (if it fails) in your repair shop of choice. Be sure to thoroughly read the warranty terms and conditions, as labor charges are not always inclusive in rebuilt transmissions.

Turnaround Time

Reman transmissions are ready from the factory – you have to place an order, and it gets shipped to your identified location. However, depending on your location and other related factors, it may take a few days before your reman transmission is delivered. Installation won’t take the whole day; you just need to hire a verified mechanic.

Hence, the estimated turnaround time for remanufactured transmissions is arguably 48 hours (2 days). In contrast, rebuilt transmissions go through a time-consuming rebuild process. The faulty transmission is removed, gets disassembled, and then compatible parts are used to “rebuild” the system.

Once the parts are readied, the mechanic reassembles the transmission and reinstalls it to the car. The entire process takes about 3-5 days, depending on all the parts/components needed to rebuild the transmission. If the needed transmission parts are scare, the turnaround time may take longer than 5 days.

Cost

The estimated cost of remanufactured transmissions ranges from $1300 – $3400, depending on the car model. Also, there are no surprise charges as pre-assembled components are built into the final pricing. In contrast, the cost for a rebuilt transmission can range from $1500 – $3500.

The mechanic/technician would estimate the cost of rebuilding your car’s transmission before disassembling the system. However, there may cases when you will be asked for payment on surprise charges for reasons the technician gives.

Final Takeaways

    • Reman transmissions are more reliable than rebuilt systems.
    • The actual cost for a reman or rebuilt transmission differs by manufacturers/workshops.
    • It takes longer to rebuild and reinstall a transmission into a vehicle, but reman systems are readied and shipped from the factory.
    • Reman transmissions arguably go through severe technical tests in the lab, while rebuilt transmissions are not tested with high-tech machines.
    • The components/parts used on rebuilt transmissions aren’t always new. In contrast, all components used on reman transmissions are arguably the same as what is available on brand new systems.
    • Verifying the quality of a reman transmission is challenging. All manufacturers will tell you they’ve got the best quality products, and it’s not always easy to confirm this claim. For this reason, it is advisable to go with known manufacturers known for making the highest quality transmissions for your car model.

A used or preowned transmission is not advisable – you do not want to end up with someone else’s transmission problems.

Gearstar’s Remanufactured Transmissions

If you have a Ford, GM or Mopar transmission, Gearstar has got you covered. Gearstar reman transmissions are high-performance, custom-built, and optimized with precision by expert master technicians. Arguably the finest transmissions on the market, Gearstar transmissions are dyno-tested for 100 miles before being shipped out, and backed with 3 years or 36,000 miles warranty (whichever occurs first from shipment date).

With over 19 years of experience as a leader in remanufacturing automatic transmissions, Gearstar has your covered. When considering choosing between a rebuilt vs. a remanufactured transmission, choose the latter of the two. For questions or requests, contact Gearstar today.

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Transmission & Drivetrain

4L65E Transmission Specs and Updates

Here’s an overview of the 4L65E transmission specs and updates to keep you informed of what this unit offers and subsequent upgrades to it. It’s worth having these tips at the back of your hand, especially if you’re looking to get a ride that uses this transmission.

The same can be said if you already own a 4L65E transmission, but want a good idea of what it features before working on the unit. Therefore, walk with us and we’ll show you what this transmission offers.
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About the 4L65E Transmission

The Hydra-Matic 4L65E automatic transmission was designed by General Motors. This transmission is an upgrade to the 4L60E and as such, it comes with heavy-duty components, which makes for better strength and performance.

What’s more, the 4L65E and 4L60E are automatic transmissions and they were designed for rear-wheel-drive vehicles as a result of their longitudinal alignment. The history of the 4L65E can also be tied to the 700R4 transmission that was designed in 1982.
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Vehicles That Used the 4L65E Transmission

Some vehicles that featured the 4L65E transmission include:

    • Hummer H2
    • 2005 C6 Corvette
    • Cadillac Escalade
    • 2002 Isuzu Axiom
    • GMC Sierra Denali
    • GMC Yukon Denali
    • Cadillac Escalade EXT
    • Chevrolet Silverado SS
    • Holden Crewman 2004 Only
    • Holden One Tonner 2004 Only
    • 2005–2006 Pontiac GTO (M32, 3.46:1 final drive)
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Specifications of the 4L65E Transmission

The specifications of the 4L65E transmission include:

Nomenclature

The naming of the 4L65E transmission reveals its basic features. In this case, its naming refers to a four-speed transmission that is longitudinally positioned and electronically controlled.

This transmission may sometimes be called the 4L65 given that all the 4L65-type transmissions from General Motors are electronically controlled. Hence, there are none that are non-electronically controlled.

And being electronically controlled makes for more precise shifting cues. There are also cases where this unit is called the M32 transmission option. This M32 naming makes reference to an older version of the 4L60E transmission.

Over and above that, the 65 in this naming represents the rating of the vehicle’s torque; at 65. This rating is about 360 foot-pounds and as the torque goes higher, the stronger is the transmission.

Design

The 4L65E transmission has a weight of 194.6 pounds. It’s gear ratios for the first gear, second gear, third gear, and fourth gear are 3.059-to-1, 1.625-to-1, 1-to-1, and 0.0696-to-1, respectively. What’s more, the 4L65E features five-pinion planetary carriers.

This transmission comes with large sun-shell gears, created from powdered metal. This manufacturing process helps to increase the strength of its components. Additionally, the torque converter is fully converted by the bell housing which minimizes vibration.

Another notable feature of the 4L65E is its induction-hardened turbine shaft and heat-treated stator shaft splines. Despite this, there are parts of this transmission that have been revamped with heavier-duty components.

Application

GM trucks were the major users of the 4L65E transmission. Today, this unit is also used in performance cars including GM Australia’s Holden Monaro and the Chevrolet Corvette.

Also, the 2005-2006 Pontiac GTO relies on the 4L65E transmission and it was inspired by the Holden Monaro. There’s also the usage of this transmission in GM trucks that rely on a 6.0-liter eight-cylinder gasoline engine.

These cars are not limited to the Chevrolet SSR, Chevrolet Silverado, GMC Sierra, GMC Yukon XL Denali, GMC Sierra Denali, Hummer H2 and Hummer H3. And if you’re willing to install this unit in your car, you should know that there are aftermarket sales of the transmission.

Power Ratings

The power rating for a truck version is around 380 pound-feet of torque, which is almost 400 pound-feet of torque found in the car version. Also, the maximum gearbox torque for the 4L65E is 670 pound-feet. Analysts have also revealed that the 4L65E transmission can support about 20% more torque compared to the 4L60E.

On the other hand, there maximum shift speeds from the first to the second gear are 6,400 rpm. Whereas the maximum shift speeds from second to third gear are  6,200 rpm, and that from third to fourth gear is 5,600 rpm.

Place of Manufacture

There are different regions in the U.S. where the Hydra-Matic 4L65E is manufactured. For instance, it is made at the Romulus transmission in Romulus, Mich, as well as, Toledo Transmission in Toledo, Ohio. The Romulus Transmission also creates the 4L65E in Ramos Arizpe, Mexico.
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4L65E Transmission Upgrades

The following are some 4L65E transmission upgrades over the course of the years. They include:

    • Reduction of the gear slipping with the use of a new kit.
    • The use of bigger PR valves to provide a full hydraulic seal of fluid.
    • The recalibration of the machining for stators with machine process and Tru-Flat system stator qualification.
    • Replacement of the TCC control valve, actuator feed valve, and the TCC regulator valve in a bid to combat wear issues.
    • The replacement of the plastic 1-2 accumulator pistons with aluminum pistons to combat the early failure of the clutch.
    • The addition of an updated 2-4 band to improve transmission durability and torque.
    • A test of transmission for functionality through the use of a road simulation program and a dynamometer. Tests were carried out in idle and operational modes.
    • Replacing the line bore bushing evident in the pump to upgrade the flow of the transmission fluid and also improve the working life of the pump.
    • The use of new bushings to improve fluid control to reduce vibration.
    • Installation of recalibration kit to improve the valve’s servomotors and accumulator.
    • Upgrades to the valve body accumulators, servos, and the PR system.
    • The replacement of the outdated sun shell design with a new model to eliminate a good number of points of failure.
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The Bottom Line

These are the 4L65E transmission specifications and updates made to the unit to improve its performance. The upgrades have made this transmission one of the best from GM and a unit that is impressive to performance transmission lovers. On the other hand, you are now in a better position to determine if the 4L65E transmission and features are right for you and your car.

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Transmission & Drivetrain

4L60E vs 4L80E Performance Transmission Differences

A comparison of the 4L60E vs 4L80E performance transmission shows that there are clear differences between both units. Although they may have similarities, such as being designed by General Motors Company and having a 4-speed automatic overdrive, these transmissions have unique features that set them apart.

Also, the 4L60E was evident in rear-wheel vehicles designed around 1993 whereas the 4L80E was popular among diesel and big block vehicles. The 4L80E is also the more powerful transmission of the duo. Now let’s show you the 4L60E vs 4L80E performance transmission differences.

Differences Between the 4L60E vs 4L80E Performance Transmission

The 4L60E vs 4L80E performance transmission differences are notable in their origin, appearance, size and weight, power, gear ratios, price, etc.. However, it may be worth noting that the 4 in either name represents four gears whereas the L stands for oriented longitudinally.

And the 80 in the 4L80E says the unit can support 8000 pounds of GVWR, whereas the 60 in 4L60E means the transmission can handle 6000 pounds of GVW. Over and above, the E in both names stands for a transmission that is electronically controlled. Now here’s a breakdown of the differences between both units:

Origin

The 4L60E and 4L80E have model numbers that are similar. However, these transmissions differ in the way they were manufactured. The 4L80E is an electronic overdrive successor to the Turbo 400, and the latter is a transmission that was used for drag racing and hot rodding applications.

On the other hand, the 4L60E is an electronic transmission that is a successor to the 700R4. And the 700R4 was the standard transmission used in Chevrolet and GMC vehicles starting from 1982.

Appearance

The 4L80E  can be told apart from the 4L60E by looking at their transmission fluid pan. This is because the 4L80E has a pan that is oval in shape whereas a rectangular pan is featured by the 4L60E.

Another disparity between both devices is the number of bolts used to secure the transmission to the engine. Here, there are more number of bolts on the 4L80E due to its larger size. Specifically, there is a gasket of 17 bolts on the 4L80E, while the 4L60E’s pan has 16 bolts.

Size and Weight

Another notable difference between both units lies in their size and weight. The 4L80E is larger and heavier than the 4L60E. Its more hefty build can be tied to its 236 lbs and a length of 26.4″. Alternatively, the 4L60E weighs 150 lbs (without fluid) and it has a length of 23.5″.

A comparison between the size and weight shows that the 4L80E is significantly larger and heavier. On the other hand, the amount of fluid these units will support is dependent on the torque converter that will be used with the transmission.

Power

It goes without saying that the 4L80E  is more powerful than the 4L60E. To that effect, cars that have powerful engines are often paired with this transmission. These are vehicles used in demanding applications such as towing or racing.

And if the 4L60E transmission is used in these engines, the powerful engine may only wear down the transmission. There are, however, occasions where a stock 4L60E transmission may be able to support the engine.

Price

Given that the 4L80E is the more powerful of the duo and is able to support more demanding applications, it’s pricier than the 4L60E. It’s more expensive price can be tied to its larger size and its use in engines with more horsepower.

And if you’re looking for a resilient transmission that can support heavy trucks and high-speed vehicles, then the 4L80E is the better choice. Opting for the 4L60E for an engine with high horsepower could result in its breakage.

Another factor that determines the more expensive price of the 4L80E is because it is not as common as the 4L60E. You’ll also find it easier to find parts and whole transmissions when it comes to the 4L60E compared to the 4L80E. Whichever is the case, parts for you 4L60E can be sourced online or from a junkyard.

Gear Ratios

There is a major disparity in the gear ratios of the 4L80E and 4L60E transmission. The gear ratios for the 4L80E  are:

      • 1: 2.482
      • 2: 1.482
      • 3: 1.00
      • 4: 0.750
      • R: 2.077

The gear ratios for the 4L60E are:

      • 1: 3.059
      • 2: 1.625
      • 3: 1.00
      • 4: 0.696
      • R: 2.294

Knowing these gear ratios informs you if it is ideal to swap one of these transmissions for the other. You’ll need to consider their first gear ratio and could support the gear ratio with a rear axle differential.

Max Torque

How long each transmission lasts also sets a difference between each. Their durability in terms of performance can be tied to their size given the large internal components that are within the transmission.

That being said, the maximum torque that can be handled by the 4L80E and 4L60E is 450nm and 350nm respectively. Nonetheless, these torque figures are not fixed and may vary slightly. Coupled with that, new transmission will tend to last longer compared to one that has been around 30 years.

Wiring Harness, Controller and Sensors

The electronics of the 4L80E and 4L60E also shows a major difference. In this case, there is a disparity in the transmissions’ wiring harness and the transmission control unit. These components are incompatible when interchanged in the other transmission.

Another difference is in the sensors given that there are 2-speed sensors on the 4L80E that differ from the speed sensor on the 4L60E. It’ll be useful to buy a harness and control unit when carrying out a swap of one transmission in the other.

The Bottom Line

The 4L60E vs 4L80E performance transmission differences are numerous. And these differences show that the 4L80E is the better transmission of the duo. However, it’ll cost you more to acquire this unit compared to the 4L60E and the latter is also easier to find.

At the end of the day, you need to settle for the 4L80E if your car is used in demanding applications that may tend to wear down the transmission. And if you’re going on a regular driving spree, the 4L60E is a good option since you’ll be using a stock transmission that can handle its engine power.

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Transmission & Drivetrain

GM 4L80E Transmission – A Solid Performer

When it comes to vehicles, these days, we all want maximum horsepower. The more the horsepower, the better the engine performs. However, it also has a drawback. Though having more power is good, the problem with it is it puts additional pressure on the rest of the driveline. You need a better transmission to handle the pressure. If we talk about General Motors, in particular, fortunately, there are multiple options available to drivers to enhance the performance of their vehicles. In this blog, we shed light on GM 4L80E built transmissions.

Now, this might raise a few eyebrows! GM 4L80E? Great transmissions? Though often overlooked, GM 4L80E automatic trans have had a reputation of being some of the best options on the market. The high-performance automatic transmission is known for its power and reliability. First introduced in 1991, they were initially used in GM trucks, such as the Sierra, Silverado, Suburban, and Hummer H1. A great feature of these four-speed overdrive trans is they are capable of working with just about any power level and engine combination.

4L80E vs. TH400

Though 4L80E race transmissions are quite similar to TH400 in terms of strength and parts used, however, there are differences, such as the added overdrive gear, advanced electronic controls, and a lock-up torque converter. 4L80E transmissions have nearly 25% overdrive and are 4 inches longer than the TH400. The trans mount has been moved rearward by an inch-and-a-half. If we talk about the weight, the 4L80E is nearly 50 pounds heavier compared to the TH400 due to the electronic control.

Issues Resolved in GM 4L80E Transmissions

Although there were some minor issues with the automatic GM 4L80E transmissions that were introduced in 1991, over the years, significant improvements have been made to enhance its performance. As compared to the older ones, the newer boxes are more attractive, and virtually all models can be made to fit performance applications, including in luxury vehicles, such as Bentley, Jaguar, Rolls Royce, and Aston Martin. Not to forget, the trans are also used in less appealing vehicles, such as motorhomes and school buses!

GM 4L80E transmissions have the die-cast aluminum frame and are mostly compatible with Chevrolet- style GM engines. Shift points, shift pressures, torque converter lockup, and overdrive can all be easily controlled by the driver, allowing endless possibilities and full control.

If you’re in the market for 4L80E performance transmissions, get in touch with Gearstar today! We can build a custom transmission that suits your requirement!

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Transmission & Drivetrain

3 Signs of a Failing Turbo 400 Torque Converter to Beware Of

You may not know this, but when you drive an automatic transmission car, you have the upper hand over your car’s torque converter. The reason? The reason is simple: torque converters transfer your engine power output to the car’s transmission, which means that every time you shift gears, you are commanding the torque converter for more power. However, if it starts causing problems, you may no longer be in the driver’s seat, which is why being aware of its common failing signs is vital to extending its lifeline and enjoying uninterrupted rides now and again. As soon as you notice problems in its working, visit your auto mechanic to get it fixed or replaced, either with a turbo 400 torque converter or any other.

3 Signs That Indicate a Failing Turbo 400 Torque Converter

Slipping

If your car shudders when you start it and put it in gear, the chances are that your torque converter is damaged. The slipping happens when you are driving or changing gears and may accompany odd noise. Since the primary role of a turbo 400 torque converter is to efficiently convert engine power into hydraulic pressure for the transmission to use for shifting gear, if it is malfunctioning, you may experience slipping in overdrive.

Overheating

Many sports cars and high-end models come with a transmission temperature indicator that informs you when the car’s transmission is overheating. When the transmission starts to overheat, it also performs differently and often does not change or engage gears at all. It usually overheats because of a failing torque converter that does not smoothly transfer power output to the transmission. If your car keeps overheating, visit your auto mechanic to get the issue resolved. In case it’s damaged beyond repair, choose an appropriate converter, be it a turbo 400 torque converter or any other.

Damaged Torque Converter Seal

The best way to find a broken torque converter seal is to observe fluid leaks. If you notice fluid leaks in your car, make sure to get it inspected by a skills auto mechanic as it can permanently damage both the converter and transmission, putting a dent in your pocket. It’s also a good idea to get the seals replaced regularly, as they wear out over time because of many reasons.

In a Nutshell

While you are the master over your car’s torque converter when driving, a failing converter can take a toll on the transmission as well as your driving experience, which is why repairing it soon after you notice the failing signs is vital. If you are looking for high-performance transmissions and/or a turbo 400 torque converter for your sports car, no matter the make and model, get in touch with us to discuss your requirements.

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