Question about 1998 Saturn SL

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SL1 manual transmission

Transmission grinds gears when shifting into second gear, five speed manual.

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If it is just one gear then it is a faulty synchronizer of gear......if it is more than one then it is because your clutch is not fully releasing or the pilot bearing......either way have a mechanic that knows transmissions have a look at it

Posted on Jul 12, 2008

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6 speed manual transmission


If this is a manual / stick shift gear box it could be the 3rd gear synchronizing cone is worn out , you need to inspect and probably need to change it had this problem with my Nissan Datsun 120Y

Dec 31, 2013 | 2005 Acura TL

1 Answer

2002 Sl1 will not go into gear


You may have broke the pressure plate in your clutch. This happened to me a couple years ago same issues your explaining. Hope this helps. My friend said it could be the master cylinder

Mar 17, 2013 | 2002 Saturn S-Series

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My 1999 Chevy Silverado 1500 Z71 makes a clunking noise and feels like it got rear ended if I drive it for an hour or so non stop. It seems to be when it shifts from 1st to 2nd gear. I had the ******...


No one can tell you what it is.This is the operating characteristic of your transmission and customer do object to the noise or clunk and dealer discourage the repair. This is TSB 03-07-29-004G. Let me give you a partial copy. INFORMATION
Bulletin No.: 03-07-29-004G
Date: December 15, 2010
Subject: Manual Transmission Operating Characteristics
Cold Operation
Manual transmission operation will be affected by temperature because the transmission fluid will be thicker when cold. The thicker fluid will increase the amount of force needed to shift the transmission when cold. The likelihood of gear clash will also increase due to the greater time needed for the synchronizer assembly to perform its function. Therefore when the transmission is cold, or before it has reached operating temperature, quick, hard shifts should be avoided to prevent damage to the transmission.
Backlash
Backlash noise is created when changing engine or driveline loading. This can occur when accelerating from a stop, coming to a stop, or applying and releasing the throttle (loading and unloading the driveline). This will vary based on vehicle type, build variations, driver input, vehicle loading, etc. and is created from the necessary clearance between all of the mating gears in the transmission, axle(s) and transfer case (if equipped).
Shift Effort
Shift effort will vary among different style transmissions and synchronizer designs. Usually the more heavy duty the transmission, the higher the shift effort because of the increased mass of the components. Shift effort can also be higher in cold weather because the fluid will be thicker. Medium duty transmissions will not shift as quickly as a Corvette transmission. To reduce shift effort, do not attempt to rush the shift - allow the synchronizers to work as designed. Shifting harder will only increase the chance of rushing past the synchronizer leading to grinding while shifting.
Non-Synchronized Gears
Some light duty truck transmissions in 1st gear (creeper-gear) and reverse gears in various transmissions, along with all gears in some medium duty transmissions, may be non-synchronized. This means there is not a mechanism to match input and output shaft speeds to allow for a smooth shift. This function is left up to the driver. This can be noticed if a shift into 1st or reverse is attempted while the vehicle is rolling or before the input shaft stops rotating leading to a gear grind. The grinding can be reduced by coming to a complete stop and pausing for a moment before shifting into the 1st or reverse gear. Some slight grinding can be expected. In medium duty non-synchronized transmissions, the driver must match input shaft (engine) speed to output shaft (driveshaft) speed with every shift. This can be accomplished by double clutching, or by using other methods. If the driver is not able to perform this function properly, there will be gear grinding with each improperly completed shift. Driver training may be required to correct this condition. Clutch brakes are used in medium duty non-synchronized transmissions to allow a shift into gear at a stop. The clutch brake is used to stop the input shaft from spinning, allowing a shift into gear at a stop without grinding. The clutch brake is activated by pressing the clutch pedal all the way to the floor. When the clutch brake is used, it is possible to have a blocked shift with the vehicle stationary. If this occurs, engage the clutch slightly to rotate the input gear to allow the shift. The clutch brake is intended to only be used while at a stop. Care must be taken to not activate the clutch brake while shifting between gears. This could lead to excessive grinding or a blocked or missed shift.

Aug 29, 2011 | Chevrolet Silverado 1500 Cars & Trucks

1 Answer

I have an 1985 Bronco 2 with five speed manual transmission, it grinds when I go to shift into reverse with the clutch all the way in but shifting into 1-OD if fine its just reverse??????


The gears 1 and OD, (and any other EXCEPT reverse) have synchronizers that will reduce grinding, for a while...
Your condition sounds like the clutch is not fully disengauging, OR you may not be waiting long enough before attempting to select reverse... Check the clutch adjustment for full disengaugement....Do not let this continue or you will wear out the synchros in the other gears....

Mar 15, 2011 | 1985 Ford Bronco II

1 Answer

How can you tell what trans is in 01 grand cherokee laurado 4.0


Here is an article I found talking about the Transmission. The second generation Grand Cherokee: 1999-2004 Jeep WJ The first Grand Cherokee was redesigned in 1999, for lower production cost and greater performance and reliability; it was Chrysler's first use of an electronic bus to replace individual wires throughout the body.

Jeep five-speed automatic transmission

An all-new, electronically-controlled transmission with five forward ratios including an alternate second gear ratio for improved performance for passing and better fuel economy is available with the V-8 only, and was designed specifically for Jeeps.

The transmission features unique characteristics such as a tall, 3.00:1 first gear that gives the driver better initial acceleration. Real-time driver adaptive shifting fine-tunes the shift pattern to the driver, while an alternate second gear ratio gives the driver five forward ratios. During acceleration, second gear has a ratio of 1.67. Depending on speed and throttle position, both this gear and an alternate 1.50 second gear ratio are available for kick-down operation, making the down-shift smoother. Its reverse gear ratio is equal to the first gear ratio, to allow for heavier loads.

Other features include three planetary gear sets that combine the widest range of gear ratios available in any transmission in its class. Combined with precise step selections, this brings smooth shifts and maximum power and optimal fuel economy.

The transmission is built at the Indiana Transmission Plant in Kokomo, Indiana, in an all-new 1.2-million square-foot (110,000 m2) facility.


Mar 01, 2011 | 2001 Jeep Grand Cherokee

1 Answer

I have a five speed manual transmission in my 7.3 powerstroke. so the problem is a came to a stop aweek or so ago and she completly will not engage into first and second gear only!


Please inspect the shift rod linkage under the truck.
Sounds like the shift rod on the side of the transmission is not "centered". That will prevent you from going into some gears.

After you determine the problem... you should be able to determine the solution (fix what is broken, loose or worn).

Oct 10, 2009 | 1997 Ford F350 Crew Cab

1 Answer

2nd gear crunch


first of all you shouldn't be reving that high to change gears. that's too high. secondly if it's grinding only during the change from 1st to 2nd gear you may have a problem with the gears not being aligned anymore...ie synchronizers worn out, bearings worn out, etc. take to reputable transmission shop to get it diagnosed and repaired. it sounds like the synchronizers are a problem there. and you may have metal in your fluid now that it's been grinding which will affect the rest of the transmission. if you are speed shifting as in racing, you are not doing your transmission any good. you probably don't have a transmission built to do that if it's the original factory tranny... meaning you did a major NO NO to your tranny and are tearing it up speed shifting when it isn't built for racing.

Oct 13, 2008 | Hyundai Motor 1996 Elantra

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