Sam Harris
Supporting Member
Cough* Lubelocker *cough
SURPRISE! here i am with yet another 6L80 question…(ill try to make it my last…)
- Thread starter denalilex
- Start date
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gooffeyguy
Tom
Well yeah if you get a new gasket, get a LubeLocker, but the OE one is reusable if it's in decent shape
OP
OP
denalilex
Full Access Member
i laid on the ground & stared up at my undercarriage , cried & wondered where it all went wrong …
jk lol
i’m somewhat (ok, extremely) OCD with my truck … any noises coming from it that even remotely shouldn’t be, same with how it drives & if something feels off… & im a gauge watcher. something felt different from the dreaded, resident wonky 2-3 .. & i went into limp mode. at times wouldnt shift out of first. but when i would park, shut down & reset the tehcm via GM’s pedal method - all would return to normal. but anytime this happened i ran my codes & pulled my freeze frame. a few months back i had a CMP performance code pop up & just as quick as it came - it was gone. i bought a new CMP sensor anyway. the first shift sticking issue started happening more frequently (also worth mentioning that i was not driving my truck for everyday use - i was only driving it trying to diagnose it) - & the data & graphs showed me each time it happened - my CMP sensor wasn’t communicating… so i ran active tests on the cmp sensor & it was functioning fine & within the correct voltage & 5v drop etc etc … it would come on & disappear within the same cycle. so i just ran the live data & drove my back street which has potholes & noticed the voltage read 0 some times but only when i’d hit a bump / agitated it somehow. the cam act magnet would also lose voltage intermittently & throw intermittent codes.
so i assumed that with the intermittent codes - it had be electrical in nature because obviously the parts themselves were fine as they were operating when they had voltage but not when it dropped & this went on & off. so i knew nothing was actually wrong with the sensors themselves. only culprit left was the wiring.
so
i read the freeze frame data for the solenoid codes on the trans & the engine run time & parameters were identical to the cmp sensor losing voltage so i went back & put it back on my jack stands & when i went to look & see what was going on - the connector @ the truck PD literally fell out when i bumped it with my arm when i went to feel for if the CMP sensor connector was seated. so i pulled the whole thing & every connector was dry rotted the same way.
a lot of process of elimination.. & it clicked to me that if my timing is off because my camshaft isn’t communicating correctly - the shift timing would likely be off, no? & seeing as how the trans is electronic as well & communicates in a daisy chain nature in regards to topologically - the limp mode made sense & i figured i’d take my theory & throw it at the wall & see if it sticks & it did. in researching afterwards - the cam / timing / etc. does in fact command the solenoids off & the engine into limp mode. no cruise control, etc.
**** sorry i’m so long winded ughhhh ****
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SUPER helpful. Thank you for your detailed explanation. One more question: were you using a Tech 2 for the data gathering and analysis?
OP
OP
denalilex
Full Access Member
sorry for the late reply i’m really bad at the internet lol. no tech2… i have an autel my905…. it’s old but i got it for 100 with a free update sub & i have the thinkdiag dongle i got when i first started this all & it surprisingly compares heavily to the tech2 in regards to functionality & options …. it lacks in the area of coding & programming obviously… i do want a tech2. i haven’t used one tho lol noob.
The Autel is fine for most things. Can't really do any programming with the Tech2 either, per se, except activate new keys, trigger system relearns and adapts, etc. Can't really modify any factory parameters or anything like that.
