I had a dealer look at it and they told me if the fluid is comming out of that all the time then there is a difernt problem with the trans. something to do with the plates. there going to try a flush and see if that works. if not its rebuild time. the trans only has 30,000 on it. and over warranty.

hrmmm sounds like the dealer is trying to sell you service/parts

Let'* hit the FSM'* boys.

I find references to the vent being plugged, causing gaskets to leak, but no references to a vent actually leaking so far.

wow! you guys are great. thanks for the help. what does FSM stand for?

Im starting to have withdrawls. im miss my car

Factory Service Manual. What the dealer uses. Several of us have them for our cars. They can be purchased sometimes off of ebay, or directly from www.helminc.com

New, they're the best 100 bucks you could spend on your car.

Let'* have you call a local trans shop or two tomorrow for a second and third opinion. There may be something to this, and there might not be. I've personally never seen this type of failure in over 4 years and 7000 members on this forum.

its weird. When i put it in park it comes out, when i pull the stick and put it in drive its fine. Im gonna call around for sure, the only reason i went to Jim Fresard Pontiac was because my buddy is the parts guy. He gets me parts for wholesale. Which if anyone here needs parts, let me know. Nobody knows whats wrong with it there, my last option would be a trans shop. Im glad i joined this club. You guys have been very helpful.

I'm hardly a tranny guy, but this is what I found happens when the lever is in park. The blow off valve at the end of that description is what I'm wondering about - if that may be the valve?

Park or Neutral - Engine Running (Park)

When the gear selector lever is in the PARK (P) position and the engine is running, fluid is drawn into the oil pump and line pressure is then directed to the following control devices:

Pressure Regulator Valve (313)
Regulates pump output (line pressure) in response to torque signal fluid pressure acting on the boost valve, spring force and line pressure acting on the end of the valve. Line pressure is directed to the manual valve, 3 accumulator valves, torque signal regulator valve, pressure relief valve, Torque Converter Clutch (TCC) regulator valve, #10 ball check valve and 2-3 shift valve, 3-2 manual downshift valve, 3-4 shift valve, 2-3 shift solenoid valve, #3 ball check valve and input clutch, and actuator feed limit valve.

Actuator Feed Limit Valve (414)
Line pressure is routed to the valve and limited to a maximum pressure as it passes through the valve and enters the actuator feed circuit. Actuator feed is then routed to the pressure control solenoid valve and into the 1-2, 3-4 shift solenoid valve.

Pressure Control (PC) Solenoid Valve (322)
Controlled by the Powertrain Control Module (PCM) , the PC solenoid valve regulates filtered actuator feed pressure entering the torque signal circuit. Torque signal fluid is then routed to the pressure regulator valve, the 1-2, 2-3 and 3-4 accumulator valves.

Torque Signal Regulator Valve (321)
Regulates line pressure into the torque signal fluid circuit. This regulation is controlled by filtered actuator feed fluid pressure from the PC solenoid valve.

Line Pressure Relief Valve (324)
Exhausts line pressure above 1,690-2,480 kPa (450-360 psi).

Manual Valve (404)
The manual valve is moved to the NEUTRAL position and blocks line pressure from entering the Reverse fluid circuit. The reverse fluid circuit is opened to an exhaust at the manual valve.

Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly (34)
The Transmission Fluid Pressure(TFP) manual valve position switch assembly is a device containing five hydraulically activated (normally open) pressure switches which are monitored by the Powertrain Control Module (PCM). The switches close or open electrical circuits when hydraulic fluid acts on the diaphragm inside the switches to provide information to the PCM regarding the position of the manual valve. In PARK, TCC release pressure is routed to the TFP manual valve position switch, signaling to the PCM that TCC is released.

1-2, 3-4 Shift Solenoid Valve (315A)
Controlled by the Powertrain Control Module (PCM), the 1-2, 3-4 Shift Solenoid (SS) valve is energized (On) in PARK range. Actuator feed pressure moves the 1-2 shift valve (31 against spring pressure and directs line fluid into the 1-2, 3-4 signal passage. 1-2, 3-4 signal fluid is then directed to the 3-4 shift valve (362).

2-3 Shift Solenoid Valve (315B)
Controlled by the Powertrain Control Module (PCM), the 2-3 Shift Solenoid (SS) valve is energized (On) in PARK range and directs line pressure into the 2-3 signal passage. 2-3 signal fluid directed to the 4-3 manual downshift valve (360) and moves the valve against spring pressure, and also the 3-2 manual downshift valve (356).

1-2 Shift Valve (31
1-2 signal fluid pressure holds the valve in the downshifted position against spring force.

2-3 Shift Valve (357)
In PARK range, line pressure passes through the 2-3 shift valve (357) and line pressure feeds the input clutch feed passage. Line pressure then passes through the 3-4 shift valve (362) and around the #3 ball check valve (372), located in the case cover) in order to apply the input clutch. Although the input clutch is applied and the input sprag is holding, these conditions are not effective because neither the forward band assembly (68 nor the reverse band assembly (615) is applied.

1-2, 2-3 and 3-4 Accumulator Valves (350, 344, 341)
Line pressure is regulated into accumulator fluid pressure. This regulation is basically controlled by torque signal fluid pressure acting on the end of the valve.

1-2, 2-3 and 3-4 Accumulator Assemblies
Accumulator fluid is routed to each of the accumulator assemblies in preparation for upshifts. The fluid routed to the 1-2, 2-3 and 3-4 accumulators is orificed.

Pressure Regulator Valve (313) (Torque Converter/Cooler and Lube Circuits)
Line pressure at the valve enters the converter feed circuit which is then routed to the TCC control valve.

TCC Control Valve (335)
Spring pressure holds the valve in the released position. Converter feed fluid is directed to the release circuit. Release fluid seats #1 ball check valve and feeds the Torque Converter Clutch (TCC) blow-off. Release fluid feeds the TCC on the cover side of the pressure plate, exits the TCC through the apply circuit, then feeds the cooler circuit at the TCC control valve. Cooler fluid passes through the ball check valve, through the cooler, then returns to the transmission and feeds the rear lube circuit. A front lube circuit is fed from orificed line pressure.

Doing further checking, I found this TSB that could relate.

A/T - 4T65-E Oil Leak From Transmission Vent

Bulletin No.: 01-07-30-032C

Date: July 26, 2006

TECHNICAL
Subject:
Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover Gasket/Channel Plate Gasket)

Models:
1997-2007 GM Cars and Light Duty Trucks (including Saturn)

with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76)

Supercede:

This bulletin is being revised to add model years and models. Please discard Corporate Bulletin Number 01-07-30-032B (Section 07 - Transmission/Transaxle).

Condition
Some customers may comment on a transmission oil leak.

Cause

This condition may be caused by an improperly torqued channel plate gasket.

Correction

To correct this condition, replace the channel plate gaskets (# 429 and # 430). Refer to Case Side Cover Replacement in the Automatic Transaxle - 4T65-E subsection of the service information (SI).

you are the man... this going to save me hundreds of dollars. the trans guy i talked to said it could be the gasket. now i know for sure that is what is wrong. now i have something to go on if he tries to sell other stuff i dont need. thank you for helping me out guys,

1998 bonneville ssei---------$ 5,300
fix broken trans--------------$ 600
joining a bonneville
club online that saved your ***------------priceless