Question about 2004 Chevrolet TrailBlazer

2 Answers

2004 trailblazer transmission does not shift from second to third

Posted by helute on

  • helute Apr 03, 2011

    At the time the problem occured, there where no CODES, now there is one, I'll check it later today. Where are the solenoids, inside or outside the housing? Fluid level was a little low but after replentishing, still same problem.

  • helute Apr 03, 2011




2 Answers

ZJ Limited

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If your fluid is burned(odor) or off color, that is an indication of a need for teardown. Just a simple plate kit would probably not provide. Often times what I see is a worn 2-4 band, and by the time it is burned, the reverse clutch housing is heat damaged as well. A common problem that creates many different symptoms is a leaking input housing.

There is a Technical Service Bulletin that describes this condition.
#PIP3136N: Slip Condition In 2nd 3rd Or 4th - Damaged 2-4 Band Or 3-4 Clutch - keywords busy chatter fourth second shudder third - (Jan 20, 2010)

Subject: Slip Condition in 2nd, 3rd or 4th - Damaged 2-4 Band or 3-4 Clutch

Models: 2004-2007 Buick Rainier
2003-2006 Cadillac Escalade, Escalade ESV, Escalade EXT
2003-2005 Chevrolet Astro, Blazer, Corvette
2003-2010 Chevrolet Avalanche, Express, Suburban, Tahoe
2003-2004 Chevrolet S-10
2007-2010 Chevrolet Silverado
2003-2007 Chevrolet Silverado Classic
2003-2009 Chevrolet Trailblazer
2004-2010 Chevrolet Colorado
2004-2010 GMC Canyon
2003-2009 GMC Envoy
2003-2007 GMC Sierra Classic
2007-2010 GMC Sierra
2003-2006 GMC Sierra Denali
2003-2010 GMC Savana, Yukon, Yukon XL, Yukon XL Denali
2003-2004 GMC Sonoma
2003-2005 GMC Jimmy, Safari
2003-2010 Hummer H2
2006-2010 Hummer H3
2003-2004 Oldsmobile Bravada
2004-2006 Pontiac GTO
2005-2009 Saab 97x

Equipped with 4L60E, 4L65E or 4L70E (RPO - M30, M32 or M70) Transmission

This PI was superseded to update model years. Please discard PIP3136M.

The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this PI.
The 4L60E/4L65E/4L70E automatic transmission may experience a condition of slipping, late or missed shifts in 2nd 3rd and 4th. An internal transmission disassembly may reveal a 2-4 band and or a 3-4 clutch being distressed.

Based on engineering transmission quality review sessions the following items should be inspected and or replaced as required. These items were found to be the cause of the distress to the 2-4 band and 3-4 clutch.

First check transmission fluid level. This transmission is very sensitive to low oil level. Also check:
Low Line pressure (perform a PCS test as defined in SI)
1-2 accumulator piston (56) cracked or broken
2-4 Servo Piston Seals (18, 19, 21, 26) for being cut or damaged
2-4 Servo Apply Pin (13) for being nicked/scored /binding in the pin bore, damaged clutches will frequently cause the pin to have a rough finish where it passes through the case, this is a result of the clutch debris not usually the cause of the distressed clutches or band
2-4 Servo Piston Bore for being scored or mismachined
2-4 Band Anchor Pin (41) missing (low mileage)
Servo Feed Oil Passage blocked with sediment
Forward Clutch Apply Piston (630) Seals for being cut or damaged
Forward Clutch Apply Piston (630) for being cracked
Turbine shaft oil seal rings (619) for cut or damaged.
Turbine shaft check valve retainer and ball assembly (617) is in place in the end of the turbine shaft and has not come out and gone inside the torque converter, if the retainer or ball is missing from the turbine shaft the torque converter must be replaced
Turbine shaft apply fluid passage sealing balls are in place, these are pressed into the turbine shaft end inside the input housing
3-4 Clutch Apply Piston (623) Seals for being cut or damaged
3-4 Clutch Apply Piston (623) for being cracked
3-4 Clutch and Forward Clutch oil feed passage blocked or restricted (should flow check the housing, and the passages should be inspected for proper location)
3-4 Clutch check ball (620) for leaking
3-4 Clutch air bleed orifice cup plug (698) is in place
Overrun Clutch Seal (632) damaged
#7 Checkball (located in the case) for not being seated or leaking
4-3 Sequence Valve (383) undersized
Boost Valve (219) stuck causing low line pressure
Input Sun Gear to Input Carrier Thrust Bearing (700) damaged came apart
Selective Washer (616) extra washer installed
Oil Pump Body (200) cracked/damaged
Inspect the Forward Sprag for proper operation per eSI document #215197.

Also inspect to see if the rear stator shaft bushing (241) may be worn on one side or damaged. The turbine shaft (621) may also be damaged in the stator bushing journal area.

This condition may be caused by the stator shaft (214) being non-concentric with the pump cover (215). If this condition is encountered the pump cover should be replaced along with any residual damage.

If none of the above items are found to be the root cause for the failure the Input Housing, Forward Clutch Piston and 3-4 Clutch Piston should be replaced and resealed as well as resealing the 2-4 Servo.

If clutch debris is found, it is also very important to inspect the pressure control (PC) solenoid valve fluid screens. Clean or replace the PC solenoid as necessary. It is also important to flush and flow check the transmission oil cooler using J45096. Refer to SI "Automatic Transmission Oil Cooler Flushing and Flow Test" for the procedure.

Full sized trucks and utilities should have the shift cable properly adjusted and/or replaced if the cable is not holding proper adjustment.

In the event the transmission as a repeat 2-4 Band or 3-4 Clutch Failure the transmission may require replacement due to a possible transmission case concern.

Hope this helps; keep us updated.

Posted on Apr 04, 2011


Jose Cada

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Welcome to Fixya

Sounds like something let go, you could also have a stuck solenoid for that gear, or the clutch plates blew apart, this vehicle would need to have the computer scanned for codes to see if its a seloniod or speed sensor, if not then the trany would need to be opened and checked. This sounds like its time for a rebuild.

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Posted on Apr 03, 2011


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