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    4L80E

    Uploaded by

    Mario Mastronardi
    This technical bulletin addresses issues with the 4L80E transmission in Chevrolet trucks with a 6.5L diesel engine. It describes intermittent hard start conditions and a shift shuttle occurring at higher throttle. Possible causes include a failing alternator causing electromagnetic interference, poor battery connections, or a bad pump cam optical/fuel temperature sensor. The bulletin also covers a complaint of no line pressure rise when wheels turn, which may be caused by a faulty solenoid driver module. Tests and procedures are provided to diagnose these potential transmission and engine control problems.

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    © All Rights Reserved
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    4L80E

    Uploaded by

    Mario Mastronardi
    58 views4 pages
    This technical bulletin addresses issues with the 4L80E transmission in Chevrolet trucks with a 6.5L diesel engine. It describes intermittent hard start conditions and a shift shuttle occurring at higher throttle. Possible causes include a failing alternator causing electromagnetic interference, poor battery connections, or a bad pump cam optical/fuel temperature sensor. The bulletin also covers a complaint of no line pressure rise when wheels turn, which may be caused by a faulty solenoid driver module. Tests and procedures are provided to diagnose these potential transmission and engine control problems.

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    This technical bulletin addresses issues with the 4L80E transmission in Chevrolet trucks with a 6.5L diesel engine. It describes intermittent hard start conditions and a shift shuttle occurring at higher throttle. Possible causes include a failing alternator causing electromagnetic interference, poor battery connections, or a bad pump cam optical/fuel temperature sensor. The bulletin also covers a complaint of no line pressure rise when wheels turn, which may be caused by a faulty solenoid driver module. Tests and procedures are provided to diagnose these potential transmission and engine control problems.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    58 views4 pages

    4L80E

    Uploaded by

    Mario Mastronardi
    This technical bulletin addresses issues with the 4L80E transmission in Chevrolet trucks with a 6.5L diesel engine. It describes intermittent hard start conditions and a shift shuttle occurring at higher throttle. Possible causes include a failing alternator causing electromagnetic interference, poor battery connections, or a bad pump cam optical/fuel temperature sensor. The bulletin also covers a complaint of no line pressure rise when wheels turn, which may be caused by a faulty solenoid driver module. Tests and procedures are provided to diagnose these potential transmission and engine control problems.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 4

    Technical Bulletin # 1301

    Transmission: 4L80E
    Subject: Shift Shuttle / No Line Rise
    Application: All Years w/ 6.5L Diesel Engines
    Issue Date: January, 2010

    4L80E
    Shift Shuttle / No Line Rise
    Chevrolet trucks with a 6.5L diesel engine and 4L80E transmission. Intermittent complaint of a hard start con-
    dition, no codes stored. Along with a transmission complaint of a 2-3, 3-2 and a 3-4, 4-3 shift shuttle at 25%
    throttle or higher. Scan tool data reveals the shuttle shift being commanded by the PCM. Accelerator Pedal
    Position sensor (APPS) and/or Throttle Position sensor signal checked and no problems found.

    A failing alternator causing too much electro magnetic interference (EMI also known as AC ripple) can also
    cause this shift shuttle complaint. Unbolting the battery feed wire to the alternator as a quick test to eliminate
    it being the cause. Poor grounds will cause EMI interference with no alternator fault, disconnect and clean the
    battery terminals. Unbolt and clean the battery ground cable(s) on the engine block as well (both batteries and
    grounds on diesel engines). This procedure should be done before replacing the alternator.

    Copyright © 2010 ATRA. All Rights Reserved. MS • Page 1 of 4


    Technical Bulletin #1301
    This same symptom can be caused by a bad Pump Cam Optical/Fuel Temperature sensor mounted on top of
    the Injection Pump (figure 1). According to GM the Injection Pump Cam signal is an optical sensor that receives
    a 5 volt reference signal that allows the PCM to measure fuel injector pulse ring RPM and position. The PCM
    uses this signal to control fuel injection timing and start of injection. The PCM compares this signal with the
    Crankshaft Position (CKP) sensor (figure 2) for diagnostic purposes. The Fuel Temperature sensor works like an
    Intake Air Temperature (IAT) sensor to control fuel volume.

    MS • Page 2 of 4 Copyright © 2010 ATRA. All Rights Reserved.


    Technical Bulletin #1301
    A quick test to diagnose a shift shuttle symptom caused by this sensor would be to disconnect it. The vehicle
    will be difficult to start but once its running if the symptom no longer exists, replace the sensor. The Optical/
    Fuel Temperature sensor is integral to the Injector Pump.

    A complaint of no line rise only when the wheels are turning. During a stall pressure (brake torque) test the
    line rise results are perfect. As soon as the wheels begin to turn approximately 5 to 7 mph line pressure no lon-
    ger rises above 60 psi (base line). This problem may caused by a bad Solenoid Driver Module (figure 3) located
    on the side of the Injector Pump.

    Electronic signals from the Accelerator Pedal Position (APP) sensor, Temperature sensor, Pump Cam sensor
    (Optical/Fuel Temperature) and Crankshaft position sensor are received by the PCM. These signals are used by
    the PCM to control fuel flow through the Fuel Solenoid and Fuel Solenoid Driver.

    This problem may occur after a new Fuel Solenoid Driver was installed. There may not be any noticeable driv-
    ability issues with the way the engine operates. The location of Fuel Injector Pump assembly (figure 4) along
    with the sensors and module are in an area subject to extreme heat. The Solenoid Driver Module is available
    through the aftermarket with a pigtail harness to relocate it to the firewall. There are no quick tests to diag-
    nose this sensor; the Closure Signal must be monitored with an oscilloscope (figure 5) for an erratic signal.

    Copyright © 2010 ATRA. All Rights Reserved. MS • Page 3 of 4


    Technical Bulletin #1301

    MS • Page 4 of 4 Copyright © 2010 ATRA. All Rights Reserved.

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