It's a great car. I bought it new and it's never had a problem but it's still under extended warranty. It will be paid off pretty soon and it wasn't very expensive considering other cars. The gas mileage is EXCELLENT. It's still a surprise after the last car I had. When the light comes on (yes, I wait until the last minute to get to a gas station) I can still go about 30 miles, maybe more, without running out completely. My last car made it about 8 miles once the light came on. It's okay looking, doesn't look like anything that would be in a car show but civics aren't really like that. It's comfortable and has plenty of space. The headlights are great (in fact the regular lights are like bright lights, which might be annoying to other people) but that is handy for me because I live in ... I took it on a little road trip to visit my girlfriend's family with her and brought her two cats. One of them was NOT happy about being in a car and the other one just chilled and acted cool about it.
I went to a red light in Odessa and a guy pulled up beside me. He was in a muscle car and he could see how lame we probably looked with cats roaming the car. He and his friend were laughing ... I was driving home after work in a huge snowstorm in northern Illinois and was on a road that links one county road to another and makes a sharp curve. I had cleared the snow off the windshield and all the windows before driving. As I rounded the curve, all the snow that had been on top of the car's roof slide forward onto the windshield, and I could not see a thing. I had to maneuver the c... What is a 4L60E Transmission? The 4L60-E is an automatic shift, four-speed overdrive, longitudinally positioned transmission. It has been considered to be the best rendition of the finest overdrive automatic transmission ever produced. The 4L60-E is found in nearly every GM rear-wheel-drive application, including the C/K Truck, Sonoma, Jimmy, Tahoe, Yukon, Astro, Safari, Suburban, Bravada, Firebird, Camaro and Corvette
Before the Late 4L60-E transmission, there was the Turbo 700R, which was introduced in 1982. The 4L60-E is GM's successful continuation of the ever-improving 700R4 (aka "4L60" since 1990), introduced in 1982. The 4L60-E is the "E"lectronically shift controlled version of the 4L60. The Late 4L60-E was released in 1997 in and fully phased into wide use through GM by 1998 in both RWD car platforms (including the C6 Corvette) and trucks in both 2wd and 4wd configurations. (Most transmission models are not distinctively noted with the "E" since all GM transmissions are now also controlled electronically.) The 4L60E Transmission has went through many changes/improvements over the years since it first came out in 1982. From bells to valve bodies, added solenoids, changes in pump and convertors. The 4L60E transmission weighs 146 pounds dry, and 162 wet. It requires 8.4 quarts (9.64" torque converter) or 11.4 quarts (11.81" torque converter) of transmission fluid, Top 30 Common 4L60E Transmission Problems and RepairBelow is a list of common transmission problems with the GM 4L60E Transmission and possible solutions to repair.
Although you may have some of these symptoms / problems with your 4L60E Transmission, the repair solution may differ. This list is merely a guide to the possible solutions. For a complete diagnosis on your GM 4L60E Transmission problem, contact us for a Free Diagnostic. 1. Slow, slipping or no reverse: “lo-reverse” clutches are worn out, fluid leak in the reverse apply circuit, or broken sunshell. It is possible to remedy a fluid problem by removing the checkball from its cage in the case in the rear of the transmission may help (must remove valve body), or adding a high-viscosity additive or other seal restorer product. May also have worn boost valve (can replace in the pan). Best case: try replacing the TPS. Middle case: leak in the 2nd gear apply circuit (servo assembly or 1-2 accumulator). Double check by using the pressure gauge and watch for a big drop when the PCM commands 2nd gear. Worst case: poor line pressure rise (see below).3. 1-2 Shift shudder at WOT (Wide Open Throttle);
delayed or abnormal 1-2 shift; There's a problem ONLY on the 1-2 shift: 1-2 accumulator piston cracked or stuck cocked in the bore. Check the yellow spring inside the accum housing for breakage. Also, if the accumulator housing walls are scored, the housing must be replaced. TPS needs to be checked for smooth and linear electrical response over the entire range of motion. If not, this must be replaced. Could be VSS failure. Rear of transmission needs to be fixed. Transmission needs to come out in order to access VSS.Needs to be removed and rebuilt. The car is safe to drive (in 2) until you can get it fixed. Must be removed and rebuilt. Try not to run or drive the car or further damage could result.Sunshell is fractured or splines are sheared off. Transmission must be removed and rebuilt. Servo seals may be damaged. Otherwise, 2-4 band is worn out. transmission is either in limp-home mode or has lost electrical power. If there are lots of error codes in the PCM, check the underhood fuse that powers the transmission, and if it pops again, look for a short in that circuit like an O2 sensor harness touching exhaust.
Otherwise, check PCM codes for a particular fault in the transmission causing the PCM to put it in limp-home mode. ShiftA solenoid failed Or a wiring problem from PCM to trans or PCM. ShiftB solenoid failed: A wiring problem from PCM to transmission or PCM. Brake pedal switches improperly adjusted (always on), TCC solenoid failed, TCC clutch worn out (must remove transmission and replace TC).TCC apply solenoid circuit shorted to ground, TCC solenoid blockage, or TC broken (must remove trans and replace TC). overrun clutches are applying due to a cracked or leaking forward piston. Overrun clutches will be worn out after 30 seconds of this behavior. Car can be safely driven in D. Transmission must be removed and rebuilt. Poor line pressure rise due to leaking boost valve, clogged EPC filter screen, failing EPC solenoid, or worst case: leaky seals throughout. Seal restorer may fix last problem, but probably remove and rebuild needed. Forward sprag is broken. Try not to run or drive the car or further damage could result.
EPC (Electronic Pressure Control) solenoid failed. Fix as soon as possible or hard parts will eventually break.Try to wiggle driveshaft - if more than 0.020" play, that's the sign. Must be removed and transmission rebuilt. Reaction planetary is worn out due to high miles or insufficient lubrication. Not a critical failure, but not a good sign either. Transmission must be removed and rebuilt, sooner rather than later.pump failure, or total loss of fluid. Remove transmission and rebuild, or refill pan and find the leak. If out of fluid, avoid running the engine until the transmission is refilled to avoid pump damage. To check for pump failure, check fluid level with the engine off, then start the engine and recheck fluid level. If level does not go down when engine is running, the pump is broken.New PCM, check wiring, check other sensors such as VSS and TPS. VSS dropoff w/ Hi-stall converter. The rpms are too high, but VSS is showing no movement. Happens after a tire burning take-off. Doesn't store a code, will not throw a CEL (I've heard that it will store a code if it happens 3 or more times).
Cure: Reprogram PCM for VSS dropoff.: Front pump bushing walked out. May have to replace converter also if hub is scored. Note that a leaking front seal usually means the bushing is walking out. Need to verify line pressure, and provided no valves in the TCC (Torque Converter Clutch) hydraulic circuit are worn, replace the torque converter. Check TPS for smooth electrical response. If the response is jumpy or erratic at all, replace TPS (Throttle position sensor). Flush the transmission cooler and cooler lines. Also could be overfiled transmission. Internal crossleak feeding the forward clutches all the time. Most likely a cracked input housing, or cracked forward piston means forward clutches are fused together. Car can safely be driven gently in forward gears until the repair. Either a torrington bearing or a planetary bearing is on its way out. Transmission will eventually die a loud, catastrophic death. Cheaper to rebuild now (saves further damage to hard parts), but requires removal and rebuild.