P0101 code and damaged 4l60e tranny
There is just as much a mix of Vettes that either have it enabled or disabled as F-bodies. I don't know the reasoning the GM Calibration Engineers used in deciding how to set it. I'm just trying to correct the statement that max line pressure always happens with MAF DTCs. It may not.
My C5 does have those switches.
Just looked at my Nova file which originated as a manual trans 2001 Fbody, it has them too. Now that's just odd as it never had an auto.
No one knows the reasoning behind what the GM engineers did. :-)
Thanks for the clarification.
Ron
TECH Senior Member
Joined: Apr 2002
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From: So.Cal.
P0101 code and damaged 4l60e tranny 2xLS1 is correct, it depends on which DTC's are set to enable in the max pressure fault table, not just the MAF DTC's.
Also note that there are 4 trans fault modifier DTC tables.
Also note that there are 4 trans fault modifier DTC tables.
Thread Starter
Teching In
Joined: Aug 2015
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According to the paper work they gave to the state, cooler pressure was fine. Not sure where it would have to be to burn up a tranny that quickly. First damn long trip (120 miles) I had taken in 2015 and the car was serviced on a regular basis. The Chevrolet guys think it was not rebuilt properly regardless of tranny model and the state is looking at the receipts showing I paid for a 4l65e not a 4l60e. Portland is a great town, great eating places. My son went to PSU years ago.
So my statement above about that DTC causing the trans to revert to full line pressure was correct.
I also have an auto trans C5 Corvette.
It would be interesting to read the tune in the car and see if the transmission parameters have been changed from stock.
Unless you bought the car new, who knows what was messed with in the past.
When I put the performabuilt level 2 in my car, they said "don't mess with shift pressures, our shift kit takes care of that for you".
Trans has been flawless btw.
I believe the main diff between the 60 and 65 are the planetaries. 5 pinion in the 4L65.
I'm in Portland BTW.
And an old guy too. A fast old guy....
:-)
Ron
I also have an auto trans C5 Corvette.
It would be interesting to read the tune in the car and see if the transmission parameters have been changed from stock.
Unless you bought the car new, who knows what was messed with in the past.
When I put the performabuilt level 2 in my car, they said "don't mess with shift pressures, our shift kit takes care of that for you".
Trans has been flawless btw.
I believe the main diff between the 60 and 65 are the planetaries. 5 pinion in the 4L65.
I'm in Portland BTW.
And an old guy too. A fast old guy....
:-)
Ron
Registered User
Joined: Jul 2022
Posts: 1
Likes: 0
I had my 4l60e tranny allegedly rebuilt in 2013. It had issues with the o2 sensors which were replaced after I go the car back. 4200 miles later the same problem, car slips and stalls in third and fourth.
These clowns tell me that the code shown caused the tranny to fail. The it was the K&N filter which I did not oil, it was air flow. Any insight? I never heard of a fault like this or the MAF causing a tranny failure let alone in 4200 miles of highway driving.
These clowns tell me that the code shown caused the tranny to fail. The it was the K&N filter which I did not oil, it was air flow. Any insight? I never heard of a fault like this or the MAF causing a tranny failure let alone in 4200 miles of highway driving.
I can tell you factually that MAF problems absolutely WILL destroy the 3-4 clutch packs in 4L60E'S. I have been tracking these issues for more than 21 years of transmission rebuilding and there is a direct correlation between smoked 3-4 clutch packs, and faulty MAF sensors, or signals from the MAF to the PCM. It is a very common thing to have vehicles come in with smoked 3-4 clutch packs, and ALSO find codes for the MAF sensor. The MAF sensor affects line pressure control. This "idea" that codes stored for MAF problems causes line pressure to default to "max line pressure" has never been witnessed at my shop in over 20 years of rebuilding transmissions. Please note I'm not saying that it does not happen with some specific vehicles, under some specific conditions. I have seen that if you unplug the MAF sensor that line pressure will default to MAX and the trans will then exhibit harsh upshifts, and harsh engagements. But.. barring completely unplugging them-they usually come in with LOW line pressure conditions. I'm ONLY saying that thousands of vehicles coming in with MAF codes, and smoked 3-4 clutch packs, and after road testing them and seeing NO harsh 1-2 shifts (which would be an obvious sign of the PCM defaulting to max line pressure) means that I have never personally witnessed this "HIGH LINE PRESSURE" default situation. Quite the contrary, when they come in with smoked 3-4 clutch packs, and MAF codes present, they have very soft, very subtle 1-2 shifts, and soft reverse engagements. I recognize I'm just one shop among thousands across the US and I'm open to being corrected on this if/when verifiable proof is presented. Wanna hear something odd? We NEVER have failed 4L80E's coming in with MAF codes, MAF problems, or failed transmissions as a result of MAF issues. #1 Failure of 4L80E's that come in to my shop are here because of TCC/Lock UP issues (failed/failing torque converter), or loss of reverse as a result of reverse band issues. If you can explain WHY the 3/4 ton and larger trucks don't have the same issues with MAF that the 1/2 ton trucks do.. I'd want to hear that explanation. Seriously, we see a much smaller # of 4L80E equipped vehicles in a year (250 or so) compared to 4L60E equipped vehicles (750+ in an average year), but we have noticed that it's SUPER common for smoked 3-4 clutch packs in 4L60E's when MAF codes are present, and very few 80E equipped vehicles ever come in with MAF codes.... Do the 3/4 ton trucks use a different MAF sensor that just lasts longer, or has fewer issues with failure? I should probably research that to see if a 5.3, and a 6.0 MAF sensor utilize the same sensor/same part #... Otherwise, there is something that we can take away from, or learn from the differences between those two transmissions as it relates to line pressure and MAF sensors. Back to your regularly scheduled program.
