The SSExi project v3.5
05-25-2011, 02:16 PM
#52
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Hey hey now, remember I was only suspose to hang out and be light duty on that adventure. Just wait till I do my own. ^counts his nickels^ in like 2017
05-25-2011, 02:39 PM
#54
DINOSAURUS BOOSTUS
Expert Gearhead
Unfair ..you are peeking with that other eye.
I think when all my crap went bad, I pulled the engine 4 times in two weeks. ....and people wonder how we know exactly which tools to bring to which side of the car. LOL
Hey Dan.. Diff to engine bracket bolt size?
Main bolt going through the TA mount? (yeah both sizes)
Best way to undo the tough TOG flange?
Yeah..see, you've done it too many times.
I think when all my crap went bad, I pulled the engine 4 times in two weeks. ....and people wonder how we know exactly which tools to bring to which side of the car. LOL
Hey Dan.. Diff to engine bracket bolt size?
Main bolt going through the TA mount? (yeah both sizes)
Best way to undo the tough TOG flange?
Yeah..see, you've done it too many times.
05-26-2011, 01:34 PM
#58
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Been talking on the HPtuners site about this KR problem as well, and someone posted this up.
I had not thought about that. Hmm, worn splines would cause slop, and could cause some knocking type sounds. Now, is this going to be the torque converter splines, or the input shaft.
GM has a bulletin I think on KR at idle, worn converter stator splines or something like that.
05-26-2011, 01:36 PM
#59
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Didnt you rebuild your trans not to long ago?I didnt follow it closley to see if you replaced the input or not.But replacing a Tc will be less work than re-rebuilding an entire trans
05-26-2011, 01:46 PM
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Yes, I rebuilt that transmission just before this started. The input and torque converter were both changed. I found the bulletin.
Very interesting read.
Very interesting read.
Customer concern of poor acceleration, detonation or "ping" at idle in drive or reverse, and/or possible DTC P0101, P0106 and/or P0121 set in the PCM. The vehicle will perform properly after attaining a speed of about 30 - 40 mph. The condition may also be described by the customer or the dealer as a hesitation, stall when putting into gear, surge on acceleration (similar to hitting fuel cut or rev limit). The ultimate cause may be a non-holding torque converter stator or damaged stator support shaft within the automatic transmission.
Note: A torque converter or stator spline concern will not effect engine operation in park or neutral i.e. misfire or rough idle.
Recommendation/Instructions:
The following checks should be performed in the event that normal engine driveability checks have not resolved the detonation or "ping" at idle in drive or reverse, lack of power from a stop, stall, surge on acceleration and or hesitation complaint.
The IAC counts throttle angle and/or MAP voltage and KPA should be compared to a like vehicle in park and in gear after reaching operating temperature. If the counts and map are high or throttle angle is open excessively in comparison this may be a result of high engine load and a torque converter and or stator support shaft related concern.
If the above information does not lead to a resolve follow torque converter diagnostics listed below.
The transmission oil cooler outlet line (line to the cooler) should be checked for excessive heat. The Tech II scan tool may be helpful on vehicles equipped with the transmission fluid temperature sensor in the cooler line (mainly front wheel drive). On vehicles that do not have the temperature sensor in the cooler line a temperature probe should be used to check the temperature. The temperature readings should be compared to a like vehicle with the same powertrain option content.
A stall test (brake torque) may point to a damaged torque converter, the stall RPM speed will be lower then a like vehicle. However, poor engine performance will also produce a lower stall speed RPM.
If the torque converter stator or stator support is suspect, the transmission should be removed and THE STATOR SUPPORT SHOULD BE INSPECTED FOR SPLINE DAMAGE. If the stator support splines are damaged the transmission should be repaired and new torque converter installed. If damage is not present on the stator support the concern is either internal to the torque converter stator or an engine performance concern.
Note: A torque converter or stator spline concern will not effect engine operation in park or neutral i.e. misfire or rough idle.
Recommendation/Instructions:
The following checks should be performed in the event that normal engine driveability checks have not resolved the detonation or "ping" at idle in drive or reverse, lack of power from a stop, stall, surge on acceleration and or hesitation complaint.
The IAC counts throttle angle and/or MAP voltage and KPA should be compared to a like vehicle in park and in gear after reaching operating temperature. If the counts and map are high or throttle angle is open excessively in comparison this may be a result of high engine load and a torque converter and or stator support shaft related concern.
If the above information does not lead to a resolve follow torque converter diagnostics listed below.
The transmission oil cooler outlet line (line to the cooler) should be checked for excessive heat. The Tech II scan tool may be helpful on vehicles equipped with the transmission fluid temperature sensor in the cooler line (mainly front wheel drive). On vehicles that do not have the temperature sensor in the cooler line a temperature probe should be used to check the temperature. The temperature readings should be compared to a like vehicle with the same powertrain option content.
A stall test (brake torque) may point to a damaged torque converter, the stall RPM speed will be lower then a like vehicle. However, poor engine performance will also produce a lower stall speed RPM.
If the torque converter stator or stator support is suspect, the transmission should be removed and THE STATOR SUPPORT SHOULD BE INSPECTED FOR SPLINE DAMAGE. If the stator support splines are damaged the transmission should be repaired and new torque converter installed. If damage is not present on the stator support the concern is either internal to the torque converter stator or an engine performance concern.