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Comments
Haven't taken mine to another shop.
I won't.
GM builds em'. GM knows the issues. If they can't correct it, doubt anyone can.
Plus, it's under warranty so you can't let anyone touch it other than a "qualified" GM Tech.
I do trust their Techs. They know what's going on. I think the Dealer's hands are tied.
There are many different district specilists, not just the ones for your region. I apologize but to resolve the concerns we work closly with the dealers. I would recommend following your agents recommendations so they can continue to try to resolve your concerns and frustrations.
Christina
GM Customer Service
Have they involved technical assistance? If they haven't I would ask them to. Please keep me updated on your situation.
Christina
GM Customer Service
you said "I would recommend following your agents recommendations so they can continue to try to resolve your concerns and frustrations."
does that include me being told by my dealer not to return to his store? after my 3rd visit for the same transmission problem the dealer told me they are done with me and my truck. I was asked never to return.
thanks for nothing!
I have 5K miles on my 2011 Silverado and I am still waiting for my dumb transmission to "learn" how to shift.
You wrote: "I would recommend following your agents recommendations."
This if futile. My "agent" "recommended" I go BACK (again) to the Dealer THAT TOLD ME EVERYTHING IS NORMAL (severe clunking/banging is normal on a new car?).
The underpaid, overworked customer service agent could have told me that. What's the use of a second tier "District Specialist"?
And they're not "concerns and frustrations" as you put it. GM replaced A TORQUE CONVERTER four days after I took delivery of this thing. They're very valid complaints.
Also, two GM techs I know in town (friends) told me the District Specialist for my area is a woman. It's a relatively small town. One of the Techs has worked for GM since 1989. When the DS contacted me it was a man that tried to tell me the tranny symptoms I'm having are due to the engine going into economy mode by dropping cylinders. OK, so when I step on the gas, the engine actually drops cyliders and causes the rear end to clunk. Hmmm. OK. Guess that makes sense.
Can you understand why we're pulling our hair out?
It's not that widespread. If you look through this thread, it's very few people that are having problems. I looked back at the beginning of it. The one's who are (having issues) are quite upset and vocal(and I don't blame you guys) after spending 30Kplus.
But based on the numbers SOLD and the number of complaints here and elsewhere it's not that widespread. But GM should step up and address your concerns. However, if it shifts OK and clunks once in a while, GM will not (or cannot fix it). I traded in an '05 - 4Runner and the transmission was smoother.
I am a happy owner of a 2011 Silverado with the 5.3 and 6 speed tranny. Granted it only has about 1500 miles on it, I am not having any of the issues you guys are describing. My only complaint is mpg doesn't seem to be close to what the sticker says. It's a very quiet truck, smooth and with the chrome pkg. looks quite sharp.
Do a google on 2011 Silverado transmission problems and a few pop up. Not many if you look at YTD sold.
There is not even that many if you google the 2010. There are some issues, but this forum makes it sound like it is more wide spread than it actually is.
Could be not that many miles have accumulated on the 2010s and 2011s. Or everybody else is happy.
Even if this isn't widespread (it is), you, me and the rest of the folks here and on other sites have valid problems beyond the "idiosyncrasies" we're being told to tolerate.
My torque converter was replaced at 400 miles because the thing allegedly disengaged while a Tech was driving it. It still "disengages" when I step on it (not hard either).
Even if it was isolated, just you or just me, GM should fix the problem.
If you haven't "adjusted" to your tranny since December (or vice-versa), I doubt I'll adjust to mine! Especially the thud at most speeds.
I've had a Tech (friend) from an "outside" GM dealership tell me they're receiving "significant feedback" on the electronic 6 speed. That coupled with two other items is proof it's not isolated:
1. The dealer response to all of us is verbatim; "It has to adjust/learn...” and "the electronic 6 speed takes some time getting used to", "operating as designed..." Someone in GM had to get that word out to ALL the dealers. They wouldn't do that if this was isolated and they weren't receiving "significant feedback."
2. Check the location of the "Tranny problem" thread in the list of topics. It's been at the top for months.
Doesn't make much sense for us to "Google" the truck if we're having problems beyond the "design parameters."
It's akin to "my wheel fell off" and the response is "you're the only one, quit complaining!"
Hang in there.
regardless of how widespread "you" think this problem is, it is being experienced by numerous owners. and we are all getting the same response. nothing.
If your having "shifting problems" there may be issues. For you who are complaining about "clunking" ( and I know it doesn't clunk all the time) then you need either to get used to it or dump your truck. And I don't disagree that it shouldn't clunk at all, but it seems to be characteristic of this power train. So all of you with a "clunk" issue can continue to try to find an answer that isn't there, or move on.
The Toyota Tundra may have bed bounce issues but the power train does not clunk. I hear there are some great incentives now. Or, buy the Dodge, it's a great truck, just sucks the gas with the Hemi. The Ford is a smooth rig, I test drove one.
As far as the "shifting problems" being wide spread, if it is the owners are keeping it a big secret as Internet searches on issues DO NOT SHOW UP in big numbers.
Good luck gentlemen.
I'd give the "Happy Owners" in this thread an opportunity to take their own advise and "traditionally not respond" at this point.
Those folks are having the "operating as designed" issues and willing to accept it while we have the "operating as designed issues" with our “units”, PLUS SOME!
The following came from paragraph #3 at: http://www.gminsidenews.com/forums/f53/2010-silverado-numerous-drivetrain-compla- - - - - - ints-93871/
It's a long message but it describes some of my problems:
3-The transmission shifts very rough and 'jerky' when at low speeds. For instance, when I'm in a parking lot and it shifts up, it does so in a way that feels like it slams into gear. It'll lag for a split second between gears and then "hit" the next one. Also, in circumstances such as slowing for a light where you'll be turning, the truck lags in the middle of the turn and then also "slams" into gear coming out of the turn. For example, when I slow down to make a right hand turn at a light, if I have the green and therefore don't have to stop, once I get about halfway through the turn I start applying the accelerator but it doesn't respond. It lags in the turn. Then, once it does respond it will downshift firmly and slam into gear. As a former professional driver, I pride myself on being very smooth but its simply not possible to be smooth with the way this transmission is shifting at low speeds.
I keep finding these comments.
Let's keep using this site as an information exchange. Not a response to diversionary comments like a "Happy Owners."
When I'm a "Happy Owner" with one of the many properly operating "Units" (weird), I'll post on the "Happy Owner's" thread instead of the transmission problem thread!
Can you please email me your complete contact information, VIN, and current mileage? I look forward to your response. Have a great weekend!
Christina
GM Customer Service
I searched that very forum and couldn't find any comments (your link isn't working). Not saying your did not give correct info, I just couldn't find those comments.
I am still not finding any bad transmission comments on the 2010s or 2011s in any great numbers on Internet searches.
If you "keep finding these comments" (in great numbers) I would like to know your sources(s).
Can we please keep the vehicles relevant - 2007 and newer silverado and sierras with GM's transmission - 6l80e and 6l90e (not the allison).
My vehicle is a 2011 silverado 2500 6.0L with the 6L90 tranny. currently 13,000 miles.
Since new, this vehicle has had what I describe as a hesitation when accelerating - most noticeable just before down shifting. For example if I turn at a stop light and then re-accelerate, but not so hard as to downshift, the truck bucks and jerks for about 5 sec. or until the next shift. It is also noticeable when climbing a hill - as you roll on a little throttle the vehicle starts to buck and jerk all the way up the hill. Its not as noticeable if the truck down shifts, but it is still there a little.
I was convinced that his was the engine hesitating, but after going around and around with 3 different dealers - one dealer finally drove the vehicle and recorded live data. He told me that they can see the torque converter locking and unlocking repeatedly. At first the dealer told me this was not normal but since there was no check engine codes (there actually was a throttle position sensor code but it was a long time ago so that was ignored) they would need to drive a similar vehicle. Weeks go by and they finally drive another truck and their attitude changed and I was hearing the exact words that we have seen on other posts "normal operation" "transmission learning" "you must be driving on that fine line".
Here are a couple of things I find interesting:
- The hesitation / jerking seems to get worse when the weather is hotter.
- Since the dealer pointed me toward the torque converter, I have noticed other strange symptoms 1. every now and again it feels like it misses 2nd gear and revs or a second before coming back down (like it slips) 2. sometimes at low speeds around town I get a harsh clunk - like shifting a manual without pressing in the clutch (this only started recently).
- the fact that there was a thottle position sensor code, because on other threads there seems to be some metion of this.
I am supposed to be contacted by my GM regional rep within the next day. I would like to compile other similar cases - others that have been given the "run around" and possible fixes or not.
thank you!
All Equipped with 4L60 Automatic Transmission (RPO M30) and 2WD
Attention: This bulletin contains a procedure to clean/lubricate the slip yoke splines and replace the slip yoke, if necessary. Check the history on this vehicle. If the lubrication procedure has been performed previously, then continue on and replace the slip yoke.
Condition:
Some customers may comment that the vehicle has a bump feel or a clunk noise at a stop or on launch. Customers may also comment that the bump feel or clunk is noticed after the vehicle has come to a complete stop and that it feels as if the vehicle was bumped from behind.
Cause:
This condition may be caused by a slip/stick condition in the interface between the rear propshaft slip yoke and the transmission output shaft splines. Braking to a complete stop can force the propshaft slip yoke forward into the transmission while the vehicle rebounds slightly backward after stopping its momentum and create this condition.
Correction:
Note: A bump feel or noise may also be due to fuel movement in the fuel tank when not completely full. If the condition is eliminated after filling the fuel tank, the noise is isolated to the fuel movement in the tank. Please make no repair attempts, as this noise is considered an operating characteristic.
Verify the customer's concern.
Clean/Lubricate Slip Yoke Splines:
Remove the rear drive shaft. Refer to One-Piece Propeller Shaft Replacement in SI.
Inspect the rear slip yoke splines on the drive shaft.
Clean the slip yoke splines with brake cleaner or equivalent and a shop towel.
Assure the yoke is free of rust or other foreign material.
Lubricate the slip yoke spline with grease, P/N 19257121 (in Canada, 19257122), using a brush or swab to completely cover the entire spline with a light coating of grease.
Reinstall the rear drive shaft. Refer to One-Piece Propeller Shaft Replacement in SI.
Road test the vehicle and verify that the noise is gone.
Note: Do Not replace the slip yoke unless the cleaning and lubrication procedure is ineffective.
If the vehicle has a repeat concern after lubricating the slip yoke splines, it may be necessary to replace the propeller shaft slip yoke with a new nickel-plated slip yoke.
Replace the Propeller Shaft Slip Yoke
Remove the rear drive shaft. Refer to One-Piece Propeller Shaft Replacement in SI.
Important: Some U-joints are fastened with nylon injection clips. If so, Do Not reuse the U-joint. Replace with GM P/N 12479126 U-Joint kit.
Replace the propeller shaft slip yoke with a new nickel-plated slip yoke. Refer to Propeller Shaft Slip Yoke Replacement in SI.
Install the rear drive shaft. Refer to One-Piece Propeller Shaft Replacement in SI.
Parts Information:
LUBRICANT - Part#19257121 (in Canada, use 19257122)
SLIP YOKE - Part#19121437 - 2007 & 2008 - Utilities / Tahoe / Yukon and Avalanche
SLIP YOKE - Part#20877209 - 2009 - Tahoe / Yukon & 2007-2010 Pickups
JOINT KIT,PROP SHF UNIVERSAL - Part#12479126 (in Canada, use 10952423) Replace only if fastened w/nylon injection
--------------------
The change feels like you've just been rear-ended and only happens on the first gear change from dead stop.
What needs to happen now is for anyone experiencing this problem to lean on their service mgr and encourage them to file a report and get a case number. It's all about the numbers. If they have questions the can call my service manager, Jeff Webb, at Randy Reed Chevrolet, 816-236-5450.
So you're saying you would rather have the old 4L-60e vs. the new 6L-60e. The 4L-60e had it's share of problems including early torque converter lockup at around 39 mph. Perhaps a stall converter would help you out cause unless you're connected I wouldn't hold my breath on getting help on that 6L-60e.
You will NEVER BE HAPPY with the 6 speed if your personal car is a manual.
Next time your online, check out the complaints with the new transmission in the new Ford Focus, many complaints there too. In automobile manufacturer's quest to wring out every mile-per-gallon possible, they are making dual "dry clutch" automatic transmissions and doing all sort of exotic things you are probably not up on, unless you have been in a automotive classroom recently.
The 6 speed in the GMC trucks is not a smooth power train, but if you do research on the web they are not trouble prone as some on this board would have you believe.
New application:
The Hydra-Matic 6L80 six-speed automatic transmission is the only transmission offered in the “New” Chevrolet Camaro SS when mated to the “L99” 6.2L V-8 VVT (L99) which is equipped with Variable Valve Timing ( VVT ), and Active Fuel Management ( AFM ). The 6L80 ( MYC ) is also a 2010 offering for the Chevrolet Corvette. Additionally the six-speed transmission is mated up with our strong family of Vortec engines in many of our world class GM trucks which include, Chevrolet Avalanche, Silverado, Suburban, Tahoe, GMC Sierra, Yukon, Yukon XL and Denali series, Cadillac Escalade, ESV, and EXT.
Modular design for application flexibility:
Because of the modular design of the Hydra-Matic 6L80 six-speed automatic transmission, there are different bell housings and different extensions that adapt the transmission to the front-mounted car and truck applications that can be configured with rear- and four-wheel-drive. The unique compound gearset in combination with a conventional simple gearset on the output carrier of the transmission allows both the durability necessary for the torque output of the V8 truck engines, as well as a flexible selection of gear ratios with a wide ratio spread.
Overview:
The Hydra-Matic 6L80 is six-speed automatic transmission for rear-drive cars, designed with modular flexibility and compatibility with advanced electronic controls. It was introduced for the 2006 Model Year Cadillac STS-V high-performance rear-drive sedan, and the XLR-V and Chevrolet Corvette two-seat sport coupes and convertibles. For 2007 model year, the Hydra-Matic 6L80 was added to the new Cadillac and GMC full-size SUVs and GMC Sierra Denali Pickup. The aluminum case for all these applications is identical, however, the bell housing for each application is unique because of the engine & driveline interfaces.
All applications feature adaptive shift controls. Several additional features such as grade braking, Performance Algorithm Shifting, and Driver Shift Control are available on some of the applications. Performance Algorithm Shifting (PAS), which detects when the vehicles are being driven in a spirited fashion and remains in its current gear ratio even when the driver lifts a foot off the accelerator pedal. PAS monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift. Driver Shift Control, available in the Corvette, STSs and XLRs allows the driver to shift the transmission like a clutchless manual gearbox. Electronic safeguards prevent over-revving should the wrong gear position be accidentally selected.
A wide overall ratio spread of 6.04:1 allows a "steep" first gear, as well as very "tall" overdrive top gear for low-rpm highway cruising. Acceleration is maximized, as is fuel economy. Engine noise is also lower during cruising. Both fifth and sixth gears are "overdrive" gears, for example.
Gear changes from second to sixth gears are accomplished with clutch-to-clutch control, where an oncoming clutch is engaged and an "offgoing" clutch is released in a precise manner to achieve the ratio change. The first-to-second upshift, however, is a freewheeling action, where the second gear clutch engages while the first gear one-way clutch spins freely. This allows a greater degree of smoothness at lower vehicle speeds. The clutch-to-clutch shifting and single freewheeler allows significant reductions in packaging requirements and, as a result, the new six-speed is nearly identical in size to the four-speed transmission it replaces.
Advances in transmission control modules allow the modules to exist reliably inside the transmission, where temperatures remain fairly constant compared to a body-mounted module. The transmission and module are assembled together, so no additional steps are necessary during vehicle assembly.
The 32-bit transmission control module (TCM) monitors transmission performance and compensates for normal wear in components such as clutch plates, so transmission performance remains consistent for the life of the transmission. The control module also "tests" the components of the transmission following assembly to optimize the interaction of the components. The module is compatible with future global applications.
DEXRON VI premium fluid validated to improve durability and shift stability
A new transmission fluid, DEXRON VI, was developed to have a more consistent viscosity profile; a more consistent shift performance in extreme conditions; and less degradation over time. Internal GM tests have demonstrated DEXRON VI delivers more than twice the durability and stability in friction tests compared to existing fluids. The DEXRON VI fluid was designed specifically and validated for the new family of GM six-speed automatic transmissions.
While the basic aluminum housing for 6L80 transmissions can remain identical for a wide variety of applications, including front- and rear-mounting, car and truck applications, and rear- or four-wheel-drive applications, the case extensions and bell housings can be modified for nearly any longitudinal drivetrain vehicle. The modular concept of the new Hydra-Matic 6L80 six-speed automatic centers on the desire for common components and manufacturing tooling for four different size variants of the new 6-speed family. The main case uses three main components, and those components are the same for all variants of the transmission. For the first applications of the new transmission, the 6L80-E contains three gearsets, a conventional input planetary gearset with four pinion gears. There is one compound output gearset and one simple output gearset. The compound output gearset uses three sets of pinion gear pairs, with one set of pinions meshing with the sun gear and the other set with the ring gear. This arrangement allows for optimal ratio steps with a 6.04 overall ratio spread.
There are two torque converter sizes, 258mm and 300mm. The 258mm applications use a twin-plate torque converter lockup clutch, while the 300mm applications use a single-plate torque converter lock-up clutch. Both types of clutches make use of GM's proprietary electronic controlled capacity clutch (ECCC) technology, which uses a small, regulated amount of slip to dampen out engine pulses. This creates a smoother running drivetrain, especially during shift events.
Low maintenance:
For severe use, DEXRON VI fluid changes are the only maintenance recommended. For normal use there is no fluid change scheduled.
The Hydra-Matic 6L80 is produced in Ypsilanti, Michigan, Toledo, Ohio and Silao, MX
Bottom line-we are all "feeling different things" because the transmission are using different methods of switching gears than we are used too. The car companies want to stop the energy waste in the transmissions. Not saying this is good or bad on how they behave. But it you own one, accept this technology or as I stat
Your constant defense of this transmission is getting old.
There is enough documentation to prove
it is a flawed design.
It is obvious that your job is to downplay
the negative press.
For those of us that are trying to get this issue
resolved, we ask that you go cash your GM paycheck
and move on.
Larry
it is a flawed design.
WHERE?
The following were sales of the trucks in June-
Silverado - 32,496
Sierra -14,558
Where are all the unhappy owners with the design flaw?
Just asking?
this problem. Many of us are previous
or current owners of GM products.
It was after purchase that most have realized
the issues with this transmission.
Again, enough with the GM propaganda.
Larry
Have you investigated what your state requires to qualify for it's lemon law? Have you filed complaints with the BBB online against your dealership AND GM? Consulted with a lemon law attorney? GM will not buyback anything unless they are forced to. Anything else is wishful thinking.
You got it! 45 year old Owner of six (6) former GMs. Never a complaint.
Then this thing. Very disappointing.
Doesn't make sense. The complaints are identical; clunking/banging/rough ride during AFM operation etc.
The response by GM is too similar: "operating as designed/intended, electronic transmission has to get used to your driving habits..." C'mon?
The "happy owners" don't get it. We're not checking sites like this because we have nothing better to do!
As said before, the "happy owners" need to go to the "happy owners" site and talk about "units" sold.
If I could "undo" this whole thing, GM would have their "unit" back.
CEB66
F.Y.I.
HM??
here.
Oh thats right, he's the gm employee
trying make it seem like just a few disgruntled
owners complaining.
Not working chuuuck.
Larry
By the way, I wanted to buy an Impala LT, but found the seats to be too hard, the interior too plain, and the rear middle headrest a visibility hazard. Now I will need to figure out if GM even makes a dependable, comfortable car that I fit in and I can afford- it's seems to be much harder than before.