So I Have a Late model 4L80e , it was built about 5000 miles ago with stage 3 rebuild kit, all hardened shafts and hubs, and a CK perf D3 valve body. Everything worked great till one day i was going down the highway cruising at about 65 and all of a sudden ,bam felt like the rear end locked up. I quickly popped the shifter into neutral and coasted to a stop. I put it back into drive .and started to roll and again it locks up again but then lets go and rolls, so to make a long story short this happens in OD only!!!!! I can drive in 1st , 2nd , 3rd and reverse with no issues and the trans brake works perfectly. it only does this in the OD shift position. Has anyone seen or heard of a problem like this? I have pulled the valve body and checked for bad gaskets, cracks in the valvebody and trans case , and replaced all the o rings and filters.I have also eliminated all electrical possibilities, but the issue still remains I am at a Loss!!!!!!!!! any help would be great I cant be the only one to have this issue.

 

Start looking at the trans-brake wiring and solenoid right away!

Try disconnecting the solenoid and see if the problem still occurs.

If the wiring is good and the problem goes away with the solenoid disconnected... then call Michelle at CK Performance and tell her you might have a problem with the valve-body applying the brake by it self.

 

I have already eliminated the possibility of it being the. Wiring and solenoid, by doing what you said. I would contact ckperf but they are closed til aug 2 and this started happening the day they closed for vacation 2 weeks ago

 

In OD the following clutches are applied:
-FWD
-INT (not carrying any torque)
-DIR
-OD clutch

The only 2 things left in the transmission that can even apply are the INT band and the Low/Rev band

With the CK brake, it is likely the Low band applying.
I'm not familiar enough with the CK brake design to accuractely diagnose the hydraulic apply.
Some decent photos of the valve body and separator plate and I could be of some use, but without that, you're prettymuch left in the hands of CK

I do know that there have been multiple people that have issues with this T brake just FYI

 

Buy the Original D3 not a wannabe copy.

CK attempted to copy my design, you're experiencing the results.

 

Wouldnt a low/reverse sprag do the same???

 

Thanks for confirming this Jake.

I know more than one guy running your D3 with no issues...Not the same story for CKs version

 

Weird that it worked for 5k then started having problems. When you pulled the VB, was the epoxy still in place and flush?

For what it's worth, mine has worked perfect from day 1. That's more than I can say about someone else's D1.

 

BTW, the TB uses a TH400 kickdown solenoid, if you need another.

 

There is more to this story...

Since I do not know you (Jake), I do not want to give out any personal information and I do not wish to offend anybody.

I will say that I know Jake's one-off in-house manufactured parts and that i have nothing negative to say about your parts.
I quite like Jake's in-house made parts very much. You does great work and there is no reason to say other wise.

So... I know Jake's parts very well and I know Chris's (CK Performance) parts very well also.
I know Chris very well (unfortunately for me, because he can be very difficult), but i do not really know you personally... I just know the background of the two of you.

However... Jake, you and Chris were once close, friendly and shared information of these transmissions.
You both got good names started as THM200-4R builders.

The two of you do not get along anymore (I do not blame you at all Jake), however you guys used to get along.
The two of you used to discuss OEM design and function as well as improvements over factory designs along with custom parts.

I know you guys used to use each others parts (going back to the THM200-4R days) and methods for building transmissions.

I do not own any of your parts Jake, but I have used your parts in my customers vehicles (and they work great).

I have with me now one of your D3 brakes and one of Chris's.
I can post photos of both to show everyone the similarities and the differences of both valve-bodies...

But I do not want to highlight your designs to people all over the internet; when I feel they should have to pay for that.
I would post photos if i had to... it is not fair to say that Chris copied your design when the two of you used to share information all the time.

Also as you know his design is not a direct copy of yours.
There are aspects of yours that I like better (especially the circuit design for the brake), but there are aspects of Chris's D3 brake that I like better than yours.

I am constantly mad at Chris... and I know you have your reasons to be mad at him also... But please do not exaggerate what happened as "he copied your technology".

 

Well said. These guys are in a tough business. Probably 99% of issues are caused by the builder or user error and blamed on them.
I've dealt with both guys. If you need to talk with Chris, call first thing in the morning (7-8am) and hope he's in a good mood, otherwise forget about it. Jake on the other hand will replay to emails on a Sunday afternoon.

 

I've been through this with the CK VB now multiple times. I have people contacting me regularly now wanting tech support for a product they didn't even buy from me.
We now require a invoice number and customer name for tech support on transbrakes because of all the wasted time.

One guy recently had over a 1/3 of a second release time, I spent hours trying to diagnose it, knowing it was most likely an install problem, to find out it was not even our VB. The guy now has a real D3 from us and has .001 reaction times.

People buy it because it costs less, then they get to pay again for mine.

We've had 4L80E transbrakes on the market that WORKED for almost 10 years now. D3 for 8.
We have extensive experience in the market. The ONLY other vendor who has had one that actually worked when we developed ours was Rossler and it was extremely slow. Basically a novelty item, not a competitive piece.
The D1 was originally developed BECAUSE of issues with CK's 4L80E brake that was based on the flawed Transgo -3 kit.

 

Any updates?

 

No current updates at this time, I can say that Chris was difficult to get a hold of and had to relay messages through Michelle, but he went trough my VB and changed out the solenoids , and got the VB back in a timely manor. But my problem still persists. What I have figured out that it is going into low gear while in OD but only when I level out on the throttle or let off the throttle , I am now figuring out that I might have an wiring issue as well which is keeping me from going into gear. So right no I am getting no change in the pressure switches a-c. Which is leaning to a bad pcm

 

You'd have a better chance at mining kryptonite in your back yard, than getting a hold of that guy. I did business with him once, and only once.

 

https://shop.jakesperformance.com/sh...Fd3-123-launch

 

See post #2...

Also, if Chris is being a pain in the ***... Then screw him!

Jake seems very willing to sell and support his valve-body with great customer service!

Give Chris his valve-body back... Tell Michelle it is just not working for you, and get a refund.

 

I can now say that the Valve body is not the issue!!!!!!!! I can sat this is cause I installed it in another trans that belongs to a friend that has the same D4 VB and it worked perfectly with no issues. so now Im trying to find the problem somewhere else in the trans.

 

For what you are describing... the Low/ Reverse band would have to be applying to hold the reaction carrier...

When you installed your valve-body on this other transmission... did you use your fluid pressure switch manifold... or your internal wiring harness and solenoids?
Or did you use those parts that were already inside the other transmission?

You are going to have to look at the Low/ Reverse servo and fluid circuits as there are many places for leaks to take place...

For example... if there were a leak at the center support on a dual fed direct clutch transmission:

The fluid from the direct clutch could enter the reverse passage and make its way to the 1-2 shift valve, pass through, then make its way to the #7 check-ball, pass through, then make its way to the low/ reverse band and could apply the band when the transmission is in 3rd or 4th gears.

Unfortunately there are many, many places where are circuit leak could occur...
It is time to take the unit out and start tracing out and wet air checking the circuits.

Good luck :-)