Transmission problem
02-02-2005, 10:06 PM
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Transmission problem
I am getting a sort of grinding noise from my transmission when in park or neutral, but the noise goes away once I put it in any gear. I know I have a broken motor mount on that side, could this contribute to the noise I am hearing?, or is there a bigger issue?
02-02-2005, 10:12 PM
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The motor mount maybe contributoing to your noise.....Does it make the noise when you increase the engine speed? do you hear it at all in drive or park??? It could possibly be a heat shield.
02-03-2005, 01:37 AM
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The transmission always had a whine you could hear some times while driving, especially when pulling off from a dead stop, but I only hear the grinding noise when the car is either in park or neutral, also it seem to quiet down once the car heats up. Makes more noise at startup after sitting out in the cold.
02-03-2005, 02:00 AM
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You sure noise is coming from the transmission? Maybe it'* just the vibration of something at the certain idle speed you experience when in park and neutral. Do you hear the noise at all when accelerating through a certain RPM range? Or is it strictly in park and neutral?
02-03-2005, 06:09 PM
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The only thing I hear during accelleration is the whine. If it is just noise from a vibration, could it be due to the broken motor mount? It is one of the ones located at the bottom of the engine.
02-03-2005, 07:03 PM
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You might want to check it out. Buy a Chilton'* Repair Manual if you don't already have one, #28200. It'll show you where all that stuff is located.
Question for somebody more knowledgeable: is there even anything moving in the tranny while in park or neutral?
Question for somebody more knowledgeable: is there even anything moving in the tranny while in park or neutral?
02-04-2005, 11:36 AM
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Originally Posted by laydbaak
Any takers on the moving part question?
in park:
The Hydra-matic 4T60-E automatic transaxle requires a constant
supply of pressurized fluid to cool and lubricate all the components
throughout the unit. It also requires a holding force to be applied to
the bands and clutches during the various gear range operation. The
pump assembly (200) and control valve assembly (300) provide for
the pressurization and distribution of fluid throughout the transaxle.
• The oil pump drive shaft assembly (227) is splined to the
converter cover at one end and the oil pump rotor (210) at the
other end.
• The converter assembly (1) is connected to the engine through
the engine flywheel and rotates at engine speed. Therefore, the
oil pump drive shaft assembly (227) and oil pump rotor (210)
also rotate at engine speed.
• The fluid circulating inside the torque converter (1) creates a
fluid coupling, which in turn drives the torque converter turbine.
• The turbine shaft (51
, splined on one end to the torque converter
turbine and the other to the drive sprocket (516), also
rotates.
• Teeth on the drive sprocket (516) are engaged with the drive
link assembly (507), which is also engaged with the teeth on
the driven sprocket (506) causing all three components to rotate.
• The driven sprocket (506), splined to the input clutch housing
& shaft assembly (632), forcing the input clutch housing to
rotate.
• The input clutch assembly (637-640 & 654-659), splined to the
input sprag outer race (665), is applied and forces the input
clutch sprag assembly (662-665) to rotate.
• The inner race and retainer assembly (661), splined to the input
sun gear (66, is forced to rotate through the holding sprag
elements.
• Teeth on the input sun gear (66 are in mesh with the planet
pinion gears in the input carrier assembly (672) forcing the
input carrier assembly to rotate.
• The manual shaft (807) and manual valve (404) are in Park
position with the parking lock actuator assembly (800) engaging
the parking lock pawl with teeth on the parking gear (696).
• The parking gear (696) is splined to the final drive sun gear
shaft (689) preventing the shaft from rotating.
• The final drive sun gear shaft (689) has teeth in mesh with the
planet pinion gears of the reaction carrier assembly (675). When
it is held, power flow is terminated at the reaction carrier
assembly (675).
• The final drive sun gear shaft (689) is also splined to the final
drive sun gear (697). Likewise, when it is held, the final drive
differential assembly (700) is held and the vehicle cannot move.
NOTE: The vehicle should be completely stopped before selecting
Park range or internal damage to the transaxle could occur. If
Park is selected while the vehicle is moving, the parking pawl will
ratchet in and out of the lugs on the parking gear until the vehicle
slows to 5 km/h (3 mph).
Also, the manual linkage must be adjusted properly so the indicator
quadrants in the vehicle correspond with the inside detent lever
(802) in the transaxle. If not properly adjusted, an internal leak
between fluid passages at the manual valve (404) causing a clutch
or band to slip, or it may cause the transaxle not to hold in Park
supply of pressurized fluid to cool and lubricate all the components
throughout the unit. It also requires a holding force to be applied to
the bands and clutches during the various gear range operation. The
pump assembly (200) and control valve assembly (300) provide for
the pressurization and distribution of fluid throughout the transaxle.
• The oil pump drive shaft assembly (227) is splined to the
converter cover at one end and the oil pump rotor (210) at the
other end.
• The converter assembly (1) is connected to the engine through
the engine flywheel and rotates at engine speed. Therefore, the
oil pump drive shaft assembly (227) and oil pump rotor (210)
also rotate at engine speed.
• The fluid circulating inside the torque converter (1) creates a
fluid coupling, which in turn drives the torque converter turbine.
• The turbine shaft (51
, splined on one end to the torque converterturbine and the other to the drive sprocket (516), also
rotates.
• Teeth on the drive sprocket (516) are engaged with the drive
link assembly (507), which is also engaged with the teeth on
the driven sprocket (506) causing all three components to rotate.
• The driven sprocket (506), splined to the input clutch housing
& shaft assembly (632), forcing the input clutch housing to
rotate.
• The input clutch assembly (637-640 & 654-659), splined to the
input sprag outer race (665), is applied and forces the input
clutch sprag assembly (662-665) to rotate.
• The inner race and retainer assembly (661), splined to the input
sun gear (66
, is forced to rotate through the holding spragelements.
• Teeth on the input sun gear (66
are in mesh with the planetpinion gears in the input carrier assembly (672) forcing the
input carrier assembly to rotate.
• The manual shaft (807) and manual valve (404) are in Park
position with the parking lock actuator assembly (800) engaging
the parking lock pawl with teeth on the parking gear (696).
• The parking gear (696) is splined to the final drive sun gear
shaft (689) preventing the shaft from rotating.
• The final drive sun gear shaft (689) has teeth in mesh with the
planet pinion gears of the reaction carrier assembly (675). When
it is held, power flow is terminated at the reaction carrier
assembly (675).
• The final drive sun gear shaft (689) is also splined to the final
drive sun gear (697). Likewise, when it is held, the final drive
differential assembly (700) is held and the vehicle cannot move.
NOTE: The vehicle should be completely stopped before selecting
Park range or internal damage to the transaxle could occur. If
Park is selected while the vehicle is moving, the parking pawl will
ratchet in and out of the lugs on the parking gear until the vehicle
slows to 5 km/h (3 mph).
Also, the manual linkage must be adjusted properly so the indicator
quadrants in the vehicle correspond with the inside detent lever
(802) in the transaxle. If not properly adjusted, an internal leak
between fluid passages at the manual valve (404) causing a clutch
or band to slip, or it may cause the transaxle not to hold in Park