4l60e stuck in 3rd
Thread Starter
Teching In
Joined: Sep 2023
Posts: 9
Likes: 7
4l60e stuck in 3rd I have a 1994 S10 Blazer with a 4l60e. On start up, transmission shifts through all the gears. Once I stop at a stop sign or stoplight the transmission goes into a limp mode, third gear only with a manual shift from second. No codes on tech2 scanner. With the scanner on live transmission data, and truck cold, it reads transmission temp at 206 degrees. If I unplug the harness at the transmission the temp goes to -40 degrees, then when plugged back in the temp reads normal (85 degrees). If I cycle the key off/on the transmission temp goes back to 206 degrees. Tech 2 also shows a "3-2 Control Feedback Fault". I've checked the fuses, replaced the Ignition Switch, Pressure Manifold Switch, 3-2 solenoid, even installed a new internal harness with no change. Local transmission shop couldn't help either. Any help or direction on how to test without throwing more parts at it and wasting money would be greatly appreciated.
Moderator
Joined: Aug 2010
Posts: 7,323
Likes: 529
From: Ann Arbor, MI
Are you still getting the 3-2 solenoid fault?
If you clear the fault and it immediately comes back before you even drive, there might be a bad wire or connection in the harness.
The intermittent temperature readings might also be caused by corroded connections.
If this trans has never before been rebuilt, you should consider it a miracle it lasted this long.
If you clear the fault and it immediately comes back before you even drive, there might be a bad wire or connection in the harness.
The intermittent temperature readings might also be caused by corroded connections.
If this trans has never before been rebuilt, you should consider it a miracle it lasted this long.
Thread Starter
Teching In
Joined: Sep 2023
Posts: 9
Likes: 7
Are you still getting the 3-2 solenoid fault?
If you clear the fault and it immediately comes back before you even drive, there might be a bad wire or connection in the harness.
The intermittent temperature readings might also be caused by corroded connections.
If this trans has never before been rebuilt, you should consider it a miracle it lasted this long.
If you clear the fault and it immediately comes back before you even drive, there might be a bad wire or connection in the harness.
The intermittent temperature readings might also be caused by corroded connections.
If this trans has never before been rebuilt, you should consider it a miracle it lasted this long.
TECH Junkie
Joined: Jun 2008
Posts: 3,202
Likes: 1,390
From: Nitro Alley
After all these Years...
After all the Cores...
We eventually see the same thing, time and time again.
A "Repeat".
"Back and Forth"
"Again and Again".
A Cycle...
Which we can Regulate.
Regulate and Correct!
Speaking of Regulation...
What is Regulation, in terms of what a Valve does in the Valve-Body?
It's a Back and Forth Cycle of the Valve (and Spring)
that will produce a determined hydraulic Output/ Pressure.
All this Back and Forth Cycling creates Wear and Tear.
What is one of the MOST overworked Valves in the Valve-Body?
The Valve that Regulates Line Pressure down to Solenoid Fluid Pressure or what GM calls Actuator Feed Pressure.
The AFL Valve cycles HARD! ...to the point of wearing itself out!
To me, it cycles to the point that women should use it in the bedroom instead of a battery powered design!
If the AFL Valve is worn, the Solenoids do not have the Pressure required to do their job.
The Solenoids that are needed for Shifting... yeah, they can not do their job of shifting Gears.
Sorry guys...
Aneurysms and Strokes do not make the best performing Minds.
After all the Cores...
We eventually see the same thing, time and time again.
A "Repeat".
"Back and Forth"
"Again and Again".
A Cycle...
Which we can Regulate.
Regulate and Correct!
Speaking of Regulation...
What is Regulation, in terms of what a Valve does in the Valve-Body?
It's a Back and Forth Cycle of the Valve (and Spring)
that will produce a determined hydraulic Output/ Pressure.
All this Back and Forth Cycling creates Wear and Tear.
What is one of the MOST overworked Valves in the Valve-Body?
The Valve that Regulates Line Pressure down to Solenoid Fluid Pressure or what GM calls Actuator Feed Pressure.
The AFL Valve cycles HARD! ...to the point of wearing itself out!
To me, it cycles to the point that women should use it in the bedroom instead of a battery powered design!
If the AFL Valve is worn, the Solenoids do not have the Pressure required to do their job.
The Solenoids that are needed for Shifting... yeah, they can not do their job of shifting Gears.
Sorry guys...
Aneurysms and Strokes do not make the best performing Minds.
TECH Junkie
Joined: May 2012
Posts: 3,047
Likes: 714
From: Poplarville, MS
There you go OP two very good 4L60e professionals are saying that the AFL bore in the valve body is worn out.
You could try a slightly oversized AFL valve that will drop into the valve body without reaming from Central Valve Bodies. I would post a link but is against forum the rules.
You could try a slightly oversized AFL valve that will drop into the valve body without reaming from Central Valve Bodies. I would post a link but is against forum the rules.
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Thread Starter
Teching In
Joined: Sep 2023
Posts: 9
Likes: 7
There you go OP two very good 4L60e professionals are saying that the AFL bore in the valve body is worn out.
You could try a slightly oversized AFL valve that will drop into the valve body without reaming from Central Valve Bodies. I would post a link but is against forum the rules.
You could try a slightly oversized AFL valve that will drop into the valve body without reaming from Central Valve Bodies. I would post a link but is against forum the rules.
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From: BERWICK PA
Does this feedback fault happen by just turning key on? As far as I know 3-2 feedback solenoid fault is an electrical code at least in OBD1 it is. Code 84. The system really has no other messages on the 3-2 are you sure you have the right solenoid? 96 up is different ohm load and may set that code when used even though the 94 pcm can actually run the later solenoid and does not always set the code in fact some just turn off the code for it. There is no hydraulic feedback on this solenoid. This would need to be corrected first. If it is the right solenoid and it's good, I would measure its resistance from PCM pin E to other side of that solenoid. Make sure you have a complete circuit. Also check your voltage key on engine off to pin E. These early trucks were known to have ignition switch issues causing low voltage and erroneous codes. Pin E should equal battery voltage. Also check voltage to the 3-2 at the solenoid as this could be a harness issue.
Regardless, before you do anything else this code should be delt with as it is likely your whole problem. i have a 95 Impala SS and deal with OBD1 not really right name all the time with tuning it and such.
Regardless, before you do anything else this code should be delt with as it is likely your whole problem. i have a 95 Impala SS and deal with OBD1 not really right name all the time with tuning it and such.
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Frank formerly of Performabuilt, Now just me, What can I build for you today? Call or message me. Click sig pic for my facebook
Frank formerly of Performabuilt, Now just me, What can I build for you today? Call or message me. Click sig pic for my facebook
Last edited by FranksCustomTrans; Sep 17, 2023 at 01:21 PM.
Moderator
Joined: Aug 2010
Posts: 7,323
Likes: 529
From: Ann Arbor, MI
I agree with Frank that this fault code is your first priority. If you clear the code and it comes back with key on but before you even start the engine (and pressurize the trans fluids) then you have an electrical gremlin.
Thread Starter
Teching In
Joined: Sep 2023
Posts: 9
Likes: 7
FIXED: Thought I'd update this thread incase anyone has a similar problem. I checked every connection and solenoid with a multimeter, new harness and parts didn't seem to fix it. I ended buying a new PCM and the truck is back to shifting with no codes. Hope this helps someone else out.
