C6 Revving High Before Shifting Into 3rd Gear
It's good to have a source to guide y'all when you're struggling with troublesome manual part. You tin be methodical and cover all the bases during a rebuild and withal things tin can become wrong. This is where a step-by-step arroyo to the problem tin can assistance get you steered in the right direction. As with only about any type of troubleshooting, begin with the simplest item showtime and piece of work the problem from in that location. Don't panic, but assume the worst.
The first affair to practise is detect out whether the transmission works. With the engine running, does the transmission engage when you put information technology in drive or reverse? If not, immediately shut off the engine and cheque the manual fluid level.
This Tech Tip is From the Full Book, HOW TO REBUILD & MODIFY FORD C4 & C6 AUTOMATIC TRANSMISSIONS. For a comprehensive guide on this entire bailiwick y'all tin can visit this link:
LEARN More ABOUT THIS BOOK Here
SHARE THIS Article: Please feel free to share this post on Facebook / Twitter / Google+ or whatever automotive Forums or blogs you read. Y'all can employ the social sharing buttons to the left, or copy and paste the website link: https://www.diyford.com/ford-c4-c6-transmission-trouble-shooting-guide/
Is there fluid on the dipstick? If not, add together fluid in modest amounts until the dipstick shows at least "one-half." And then, outset the engine. You lot want a one-half-stick reading because fluid expands as it warms.
Operating temperature is 150 to 170 degrees F. If (with a fluid reading on the dipstick) your transmission doesn't engage, control pressure likely isn't reaching servos and clutches. This means there's either no command force per unit area or pressure isn't making it to the clutches and servos. The absence of command pressure to components happens for several reasons: pump non making pressure, torque converter cavitated, stuck force per unit area relief valves, transmission shift valve not working, valve body malfunction, failed servo piston, or failed clutch piston seals to proper noun a few possibilities.
If there is fluid on the dipstick, check the manual shift valve, which is where control pressure begins.
Transmissions that are overfull tend to foam or aerate causing air bubbles to exist fatigued into the torque converter and pump, which causes a groovy disruption in control pressure. With the engine running, heed closely for aberrant noise such equally torque converter improperly seated, which can crusade squealing, no control pressure, and an inoperative transmission. An improperly seated torque converter can't turn the pump or the input shaft rendering a transmission inoperative. At the same fourth dimension, it damages the pump, sending metal particles into the system doing farther damage. When transmissions don't appoint, most of the time information technology is an improperly seated torque converter, a pump upshot, or a manual shift valve problem.
The post-obit are common symptoms and their likely causes.
Transmission Doesn't Engage in Drive or Contrary
- No control pressure.
- Low fluid level.
- Torque converter and/or front pump cavitated (no fluid or air in fluid).
- Torque converter improperly installed, doesn't turn pump (listen for racket).
- Manual shift linkage between car and manual improperly adjusted.
- Manual shift valve inside transmission pan not connected or stuck.
- Force per unit area relief valve (or valves) unseated or missing.
- Forrard clutch pressure leak or improperly assembled (air check clutches past removing the valve body).
- Blocked filter.
No i-ii Upshift
- Governor valves malfunction.
- Governor improper installation on the output shaft (is the drive brawl in place?)
- Shift valve jammed.
- Intermediate servo malfunction.
- Broken or improperly assembled roller clutch.
Early or Late 1-two or 2-3 Upshift
- Vacuum modulator or rod malfunction.
- Valve trunk malfunction.
- Governor malfunction.
- Loose tubes on governor benefactor.
No Upshift at Wide-Open up Throttle
- Vacuum modulator or rod malfunction
- Governor or fluid passage malfunction.
No Reverse
- Low fluid level.
- Transmission shift valve out of adjustment.
- Manual shift linkage improper installation and/or aligning.
- Vacuum modulator malfunction or failure.
- Valve trunk associates mistake.
- Blocked filter.
Slippage in All Gears and Start Out
- Low fluid level.
- High fluid level (foaming).
- Blocked filter.
- Faulty vacuum modulator.
- Bereft pump pressure (sticking relief valve, gear/cavity damage).
- Faulty torque converter.
- Insufficient clutch engagement (pressure, clutch clearances).
- Insufficient ring appointment (improper adjustment, pressure).
Vehicle Slips or Ratchets in Park
- Improper shifter adjustment.
- Parking pawl damaged or improperly installed.
Delayed Upshift or No Upshift When Cold
- Hard or damaged clutch piston seals.
- Bereft pump force per unit area (sticking relief valve).
No 1-2 Upshift
- Governor issue, stuck valve.
- 1-2 shift valve issue.
- Intermediate band servo not applying.
- I-way clutch defective or improperly assembled.
Slips at ii-3 Upshift
- Improper direct clutch clearances.
- Damaged straight clutch piston seal.
- Leaking iron-sealing rings.
No Engine Braking in 2nd Gear
- Valve body issue.
- Damaged intermediate band or improper adjustment.
- Intermediate band servo piston seals.
No Engine Braking in Commencement Gear
- Valve body consequence.
Written by George Reid and Republished with Permission of CarTech Inc
GET A DEAL ON THIS BOOK!
If you liked this article you lot will Honey the full book. Click the push beneath and we volition send you an exclusive deal on this book.
DOWNLOAD HERE
C6 Revving High Before Shifting Into 3rd Gear UPDATED
Posted by: kimberlybight1981.blogspot.com